WO2014119423A1

WO2014119423A1 - Steering mechanism for outdrive device, and vessel provided with steering mechanism for outdrive device

Info

Publication number: WO2014119423A1
Application number: PCT/JP2014/051092
Authority: WO
Inventors: 純一常陸; 効一神田; 利光廣瀬; 隆行戸田; 貴由小濱
Original assignee: ヤンマー株式会社
Priority date: 2013-02-01
Filing date: 2014-01-21
Publication date: 2014-08-07

Abstract

The present invention addresses the problem of providing a steering mechanism for an outdrive device, the steering mechanism capable of changing the mounting position of an actuator according to structures disposed therearound and the shape of a hull. A steering mechanism (100) for an outdrive device is provided with an outdrive device (10), an actuator (20) which rotates the outdrive device (10), and a bracket (30) which supports the actuator (20), the bracket (30) has arm parts (31) on both right and left sides with a position where the outdrive device (10) is located in the middle of a helm as a center, and the actuator (20) is mountable to either of the arm parts (31) of the bracket (30).

Description

Steering mechanism for outdrive device and ship equipped with steering mechanism for outdrive device

The present invention relates to a steering mechanism for an outdrive device and a technology of a ship provided with a steering mechanism for an outdrive device.

2. Description of the Related Art Conventionally, an inboard / outboard motor (inboard engine / outboat drive) that arranges an engine inside a hull and transmits power to an outdrive device arranged outside the hull is known (for example, Patent Document 1). The outdrive device is a propulsion device that propels the hull by rotating a screw propeller, and is also a rudder device that turns the hull by rotating with respect to the traveling direction of the hull.

The steering mechanism for the outdrive device is configured by an actuator that rotates the outdrive device in addition to the above-described outdrive device (for example, Patent Document 2). The actuator is supported by a bracket attached to the hull.

By the way, the actuator is composed of a cylinder sleeve, a piston, a rod and the like. The cylinder sleeve slidably accommodates the piston. In the case of a hydraulic type among the actuators, for example, the piston slides according to the hydraulic pressure applied to the piston. The rod moves together with the piston. Therefore, the actuator has a large size in the moving direction of the rod and must be long. For this reason, a steering mechanism for an outdrive device that can change the mounting position of the actuator in accordance with a structure or a hull shape arranged around is required.

JP 2001-1992 JP 2011-246052 A

An object of the present invention is to provide a steering mechanism for an outdrive device that can change the mounting position of an actuator in accordance with a structure or a hull shape arranged around. Moreover, it aims at providing the ship provided with such a steering mechanism for outdrive devices.

In the steering mechanism for an outdrive device according to the present invention, the steering mechanism for an outdrive device includes an outdrive device, an actuator that rotates the outdrive device, and a bracket that supports the actuator. It is preferable that the left and right arm portions are centered on the position where the outdrive device is the center of the rudder, and the actuator can be attached to any one of the arm portions of the bracket.

A ship provided with a steering mechanism for an outdrive device according to the present invention is a ship comprising an engine, a ship equipment device arranged in a ship, and the steering mechanism for an outdrive device, wherein the ship equipment device is When the actuator is disposed on the side of the steering mechanism for the outdrive device, the actuator is attached to an arm portion away from the ship equipment.

In the ship provided with the steering mechanism for an outdrive device according to the present invention, the vessel includes an engine, an exhaust pipe for guiding exhaust of the engine, and the steering mechanism for the outdrive device, In the case of being provided up to the stern plate through the side of the steering mechanism for the outdrive device, the actuator is attached to the arm portion away from the exhaust pipe.

In the ship provided with the steering mechanism for an outdrive device according to the present invention, the actuator comprising the two steering mechanisms for the outdrive device in parallel, and constituting the steering mechanism for the outdrive device on the starboard side. Is attached to the left arm portion, and the actuator constituting the outboard drive steering mechanism on the port side is attached to the right arm portion.

According to the steering mechanism for an outdrive device of the present invention, the steering mechanism for the outdrive device can attach an actuator to any one arm portion of the bracket. As a result, the mounting position of the actuator can be changed according to the structure and the hull shape arranged around, so that the mountability and maintainability can be improved.

According to the ship provided with the steering mechanism for the outdrive device of the present invention, the ship has the actuator attached to the arm part away from the ship equipment. As a result, the actuator is arranged at a location away from the ship equipment, so that maintainability is improved. Further, interference between the ship equipment and the actuator can be prevented.

According to the ship provided with the steering mechanism for an outdrive device of the present invention, the ship has the actuator attached to the arm part away from the exhaust pipe. As a result, the actuator is disposed at a location away from the exhaust pipe, so that maintainability is improved. Further, interference between the exhaust pipe and the actuator can be prevented.

According to the ship provided with the steering mechanism for an outdrive device of the present invention, the ship has an actuator constituting the starboard side outdrive device steering mechanism attached to the left arm portion. In addition, an actuator constituting a steering mechanism for the port side outdrive device is attached to the right arm portion. Thereby, since each actuator and piping connected to each actuator concentrate on one place, maintainability improves. In addition, since the stays can be shared, the number of parts can be reduced and the cost can be reduced.

The figure which shows the structure of the steering mechanism for outdrive apparatuses. The figure which shows the structure of an actuator. The figure which shows the attachment position of an actuator. The figure which shows the ship provided with the steering mechanism for outdrive devices. The figure which shows the ship provided with the steering mechanism for outdrive devices. The figure which shows the ship provided with the steering mechanism for outdrive devices. The schematic diagram which shows the stern of a pleasure boat. The schematic diagram which similarly shows the structure of an outdrive apparatus. The schematic diagram which similarly shows the surrounding structure of a steering lever. The schematic diagram which similarly shows the structure of a steering lever and a left-right rotation shaft. The schematic diagram which shows the flow of the assembly method of a steering lever and a left-right rotation axis | shaft. The schematic diagram which shows the flow in another embodiment of the assembly method of a steering lever and a left-right rotation axis | shaft.

First, the outdrive device steering mechanism 100 will be described.

FIG. 1 is a diagram showing a configuration of a steering mechanism 100 for an outdrive device. FIG. 2 is a diagram illustrating a configuration of the actuator 20. FIG. 3 is a diagram showing the mounting position of the actuator 20. An arrow F shown in the figure indicates a direction from the stern of the hull 1 toward the bow. In the following, the right side from the stern toward the bow is expressed as “starboard” or simply “right side”. Furthermore, the left side from the stern toward the bow is expressed as “left port” or simply “left side”.

The steering mechanism 100 for an outdrive device includes an outdrive device 10 and an actuator 20 that rotates the outdrive device 10. The actuator 20 is supported by a bracket 30 attached to the hull 1.

The outdrive device 10 propels the hull 1 as the screw propeller 15 rotates. In addition, the outdrive device 10 turns the hull 1 by turning with respect to the traveling direction of the hull 1. As shown in FIG. 1, the outdrive device 10 includes an input shaft 11, a switching clutch 12, a drive shaft 13, an output shaft 14, and a screw propeller 15.

The input shaft 11 transmits the rotational power of the engine 2 transmitted through the universal joint 5 to the switching clutch 12. One end portion of the input shaft 11 is connected to the universal joint 5 attached to the output shaft of the engine 2, and the other end portion is connected to the switching clutch 12 disposed inside the upper housing 10U.

The switching clutch 12 enables the rotational power of the engine 2 transmitted via the input shaft 11 or the like to be switched between the forward rotation direction and the reverse rotation direction. The switching clutch 12 has a forward rotating bevel gear connected to an inner drum having a disk plate and a reverse rotating bevel gear, and which disk plate is pressed against the pressure plate of the outer drum connected to the input shaft 11. To change the direction of rotation.

The drive shaft 13 transmits the rotational power of the engine 2 transmitted through the switching clutch 12 or the like to the output shaft 14. The bevel gear provided at one end of the drive shaft 13 meshes with the forward rotation bevel gear and the reverse rotation bevel gear provided in the switching clutch 12, and the bevel gear provided at the other end of the lower housing 10R. It meshes with the bevel gear of the output shaft 14 arranged inside.

The output shaft 14 transmits the rotational power of the engine 2 transmitted through the drive shaft 13 and the like to the screw propeller 15. The bevel gear provided at one end of the output shaft 14 meshes with the bevel gear of the drive shaft 13 as described above, and a screw propeller 15 is attached to the other end.

The screw propeller 15 generates a propulsive force by rotating. The screw propeller 15 is driven by the rotational power of the engine 2 transmitted through the output shaft 14 and the like, and a plurality of blades 15a arranged around the rotational shaft generate propulsive force by removing surrounding water.

The outdrive device 10 is supported by a gimbal housing 6 attached to the stern board (transom board) 1t of the hull 1. Specifically, the outdrive device 10 is supported by the gimbal housing 6 so that the gimbal ring 16 of the outdrive device 10 is in a substantially vertical direction from the water line wl. The gimbal ring 16 is a substantially cylindrical rotation shaft attached to the outdrive device 10, and the outdrive device 10 rotates about the gimbal ring 16.

A steering arm 17 extending to the inside of the hull 1 is attached to the upper end of the gimbal ring 16. Then, the steering arm 17 rotates the outdrive device 10 around the gimbal ring 16. The steering arm 17 is driven by the actuator 20.

Actuator 20 drives steering arm 17 of outdrive device 10 to rotate outdrive device 10. As shown in FIG. 2, the actuator 20 mainly includes a cylinder sleeve 21, a piston 22, a rod 23, a first cylinder cap 24, and a second cylinder cap 25. The actuator 20 is operated by the pressure of the hydraulic oil, but may be one that is operated by a push-pull wire.

The cylinder sleeve 21 has a piston 22 slidably provided therein. Both ends of the cylinder sleeve 21 are provided with flanges protruding in the circumferential direction, and the first cylinder cap 24 or the second cylinder cap 25 is fixed to the flange.

The piston 22 slides inside the cylinder sleeve 21 by receiving hydraulic pressure. A ring groove is provided in the circumferential direction on the outer peripheral surface of the piston 22, and a seal ring is provided in the ring groove.

The rod 23 transmits the sliding movement of the piston 22 to the steering arm 17. One end of the rod 23 is provided with a reduced diameter portion 23a, and a piston 22 is fixed to the reduced diameter portion 23a. Further, the other end portion of the rod 23 is provided with a reduced diameter portion 23b, and a clevis 27 is fixed to the reduced diameter portion 23b. The clevis 27 is a connecting member that connects the rod 23 and the steering arm 17.

The first cylinder cap 24 seals one end of the cylinder sleeve 21. The first cylinder cap 24 is provided with a first oil passage 24p that communicates with a first oil chamber Oc1 constituted by a cylinder sleeve 21 and a piston 22. Further, a ring groove is provided in the circumferential direction on the peripheral wall surface inserted into the cylinder sleeve 21, and a seal ring is provided around the peripheral wall surface. Thereby, the first oil chamber Oc1 constitutes a pressure chamber that can withstand a predetermined oil pressure.

The second cylinder cap 25 seals the other end of the cylinder sleeve 21 and slidably supports the rod 23. The second cylinder cap 25 is provided with a second oil passage 25p that communicates with a second oil chamber Oc2 constituted by the cylinder sleeve 21 and the piston 22. Further, a ring groove is provided in the circumferential direction on the peripheral wall surface inserted into the cylinder sleeve 21, and a seal ring is provided around the peripheral wall surface. Thus, the second oil chamber Oc2 constitutes a pressure-resistant chamber that can withstand a predetermined oil pressure.

Here, the case where the operator performs a right turn operation will be described. The control device controls an electromagnetic valve (not shown) to flow the hydraulic oil in a predetermined direction. Thereby, the working oil sent out from the working oil pump is supplied to the first oil chamber Oc1, and the working oil in the second oil chamber Oc2 is returned to the working oil tank. By doing so, the hydraulic pressure applied to the first oil chamber Oc1 becomes higher than the hydraulic pressure applied to the second oil chamber Oc2, and the piston 22 separating the first oil chamber Oc1 and the second oil chamber Oc2 is provided in the second oil chamber Oc2. It slides to the side (in the direction of arrow R).

Thus, the control device slides the piston 22 in one direction (in the direction of arrow R) according to the operation of the operator. Then, since the rod 23 fixed to the piston 22 also moves together, the steering arm 17 can be driven to rotate the outdrive device 10. Thereby, the hull 1 turns right.

Next, the case where the operator performs a left turn operation will be described. The control device controls an electromagnetic valve (not shown) to flow the hydraulic oil in a predetermined direction. Thereby, the working oil sent out from the working oil pump is supplied to the second oil chamber Oc2, and the working oil in the first oil chamber Oc1 is returned to the working oil tank. By doing so, the hydraulic pressure applied to the second oil chamber Oc2 becomes higher than the hydraulic pressure applied to the first oil chamber Oc1, and the piston 22 separating the second oil chamber Oc2 and the first oil chamber Oc1 is provided in the first oil chamber Oc1. It slides to the side (in the direction of arrow L).

Thus, the control device slides the piston 22 in one direction (the direction of the arrow L) according to the operation of the operator. Then, since the rod 23 fixed to the piston 22 also moves together, the steering arm 17 can be driven to rotate the outdrive device 10. Thereby, the hull 1 turns left.

The bracket 30 supports the actuator 20 while being attached to the stern plate 1t of the hull 1. As shown in FIGS. 1 and 3, the bracket 30 has two arm portions 31. The arm portion 31 provided on the right side with respect to the position where the outdrive device 10 is at the center of the rudder is the “first arm portion 31a”, and the arm portion 31 is provided on the left side with respect to the position where the outdrive device 10 is at the center of the rudder The arm portion 31 is defined as a “second arm portion 31b”. The “position where the outdrive device 10 is at the center of the rudder” refers to the position of the steering arm 17 when the rotation angle of the outdrive device 10 is 0 °.

1st arm part 31a and 2nd arm part 31b can support actuator 20, respectively. For this reason, although the actuator 20 in this embodiment is attached to the 1st arm part 31a (refer FIG. 3A), it is also possible to attach to the 2nd arm part 31b (refer FIG. 3B). The bracket 30 has a structure in which the first arm portion 31a and the second arm portion 31b are integrally formed by a casting method, but the first arm portion 31a or the second arm portion 31b is attached as necessary. May be.

As described above, the steering mechanism 100 for the outdrive device allows the actuator 20 to be attached to any one of the arm portions 31 of the bracket 30. Thereby, since the mounting position of the actuator 20 can be changed according to the structure and hull shape arrange | positioned around, mounting property and maintainability improve.

Next, the ship 200 provided with the steering mechanism 100 for an outdrive device will be described.

FIG. 4 is a view showing a ship 200 provided with a steering mechanism 100 for an outdrive device. An arrow F shown in the figure indicates a direction from the stern of the hull 1 toward the bow. In the following, the right side from the stern toward the bow is expressed as “starboard” or simply “right side”. Furthermore, the left side from the stern toward the bow is expressed as “left port” or simply “left side”.

The ship 200 includes a ship equipment 3 in addition to the engine 2 and the steering mechanism 100 for the outdrive device. The ship equipment 3 is a fuel tank that stores the fuel of the engine 2, for example, a fresh water tank or a hydraulic pump. In the ship 200 according to the present embodiment, the ship equipment 3 is disposed on the side of the outdrive device steering mechanism 100.

The feature of the ship 200 according to the present embodiment is that the actuator 20 is attached to the arm portion 31 that is away from the ship equipment 3. More specifically, when the ship equipment 3 is arranged on the left side of the outdrive device steering mechanism 100, the actuator 20 is attached to the right arm 31 (first arm 31a), and the ship equipment 3 Is located on the right side of the outdrive device steering mechanism 100, the actuator 20 is attached to the left arm portion 31 (second arm portion 31b).

In this way, the ship 200 has the actuator 20 attached to the arm portion 31 that is away from the ship equipment 3. Thereby, since the actuator 20 is arrange | positioned in the place away from the ship equipment 3, the maintainability improves. Further, the interference between the ship equipment 3 and the actuator 20 can be prevented.

Next, the ship 300 provided with the steering mechanism 100 for an outdrive device will be described.

FIG. 5 is a view showing a ship 300 provided with a steering mechanism 100 for an outdrive device. An arrow F shown in the figure indicates a direction from the stern of the hull 1 toward the bow. In the following, the right side from the stern toward the bow is expressed as “starboard” or simply “right side”. Furthermore, the left side from the stern toward the bow is expressed as “left port” or simply “left side”.

The ship 300 includes an exhaust pipe 4 in addition to the engine 2 and the steering mechanism 100 for the outdrive device. The exhaust pipe 4 guides the exhaust of the engine 2. In the ship 300 according to the present embodiment, the exhaust pipe 4 is provided up to the stern plate 1t through the side of the outdrive device steering mechanism 100.

The feature of the ship 300 according to the present embodiment is that the actuator 20 is attached to the arm portion 31 that is away from the exhaust pipe 4. More specifically, when the exhaust pipe 4 passes through the left side of the steering mechanism 100 for the outdrive device, the actuator 20 is attached to the right arm part 31 (first arm part 31a), and the exhaust pipe 4 is outdrive. When passing through the right side of the apparatus steering mechanism 100, the actuator 20 is attached to the left arm portion 31 (second arm portion 31b).

In this way, the ship 300 has the actuator 20 attached to the arm portion 31 that is away from the exhaust pipe 4. Thereby, since the actuator 20 is arrange | positioned in the place away from the exhaust pipe 4, maintainability improves. Further, interference between the exhaust pipe 4 and the actuator 20 can be prevented.

Next, the ship 400 provided with the steering mechanism 100 for an outdrive device will be described.

FIG. 6 is a view showing a ship 400 provided with a steering mechanism 100 for an outdrive device. An arrow F shown in the figure indicates a direction from the stern of the hull 1 toward the bow. In the following, the right side from the stern toward the bow is expressed as “starboard” or simply “right side”. Furthermore, the left side from the stern toward the bow is expressed as “left port” or simply “left side”.

The ship 400 includes two outdrive device steering mechanisms 100 in parallel. Here, the starboard-side outdrive device steering mechanism 100 is defined as “first outdrive device steering mechanism 100a”, and the starboard-side outdrive device steering mechanism 100 is defined as “second outdrive device steering mechanism 100b”. To do.

A feature of the marine vessel 400 according to the present embodiment is that the actuator 20 constituting the first outdrive device steering mechanism 100a is attached to the left arm portion 31 (second arm portion 31b), and the second outdrive device steering is performed. The actuator 20 constituting the mechanism 100b is attached to the right arm portion 31 (first arm portion 31a).

Thus, the ship 400 has the actuator 20 constituting the starboard-side outdrive device steering mechanism 100 attached to the left arm portion 31. Further, the actuator 20 constituting the port-side outdrive device steering mechanism 100 is attached to the right arm 31. Thereby, since each actuator 20 and piping connected to each actuator 20 concentrate on one place, maintainability improves. In addition, since the stays can be shared, the number of parts can be reduced and the cost can be reduced.

The ship 500 is demonstrated using FIG.
In addition, in FIG. 7, the ship 500 is typically represented by the perspective view. Further, in FIG. 7, the engines 580A and 580B are represented by two-dot chain lines for easy understanding.

The ship 500 is a small ship used for sports fishing, cruising, marine sports or speed racing. The ship 500 includes outdrive devices 510A and 510B, engines 580A and 580B, and a hull 590.

The ship 500 has a “two-chamber” configuration. “Two units” is a configuration in which the outdrive devices 510A and 510B are connected to the two engines 580A and 580B, respectively. In the ship 500 of the present embodiment, an outdrive device 510A and an engine 580A are disposed on the left side in the traveling direction at the rear part of the hull 590, and the outdrive device 510B and the engine 580B are disposed on the right side in the traveling direction. Yes.

The ship 500 is configured as an “inboard / outboard motor”. The “inboard / outboard motor” is a configuration that transmits power from the engines 580A and 580B disposed inside the hull 590 to the outdrive devices 510A and 510B disposed outside the hull 590. Further, the ship 500 has an “out-drive” configuration. The “outdrive” is a configuration in which the engines 580A and 580B are disposed in the rear of the ship and the outdrive devices 510A and 510B are provided at the stern (transam board 595).

In the following description, the outdrive devices 510A and 510B and the engines 580A and 580B have the same configuration, and therefore, will be described as the outdrive device 510 and the engine 580.

The configuration of the outdrive device 510 will be described with reference to FIGS. 8 and 9.
In addition, in FIG. 8, the structure of the outdrive apparatus 510 is typically represented by the side view. Further, in FIG. 9, the configuration around the steering lever 565 is schematically shown in a side view.

The outdrive device 510 is a device that propels the hull 590 by rotating a screw propeller described later. Further, the outdrive device 510 is a device that turns the hull 590 by turning a propulsion device 550 described later in the left-right direction with respect to the traveling direction of the hull 590.

The outdrive device 510 includes a gimbal housing 520, a gimbal ring 530, a bell housing 540, and a propulsion device 550. In the outdrive device 510, a gimbal housing 520, a gimbal ring 530, a bell housing 540, and a propulsion device 550 are arranged in this order from the rear of the hull 590.

The gimbal housing 520 is fixed to the transom board 595 of the hull 590. A gimbal ring 530 is supported on the gimbal housing 520 via a left / right rotation shaft 521 so as to be rotatable in the left / right direction. The upper end side of the left / right rotation shaft 521 is pivotally supported on one end side of the steering lever 565. The other end side of the steering lever 565 is pivotally supported on the rod side of the left / right rotating hydraulic cylinder 560 (see FIG. 9).

As described above, the gimbal ring 530 is pivotally supported by the gimbal housing 520 via the left / right rotation shaft 521. A bell housing 540 is supported on the gimbal ring 530 via a vertical rotation shaft 531 so as to be rotatable in the vertical direction. Further, on the left and right sides of the gimbal ring 530, the cylinder sides of the lifting

hydraulic cylinders

570 and 570 are pivotally supported.

As described above, the bell housing 540 is pivotally supported by the gimbal ring 530 via the vertical rotation shaft 531. The bell housing 540 is connected to an upper housing 550U of the propulsion device 550 described later.

The propulsion device 550 includes an upper housing 550U and a lower housing 550R. The upper housing 550U is positioned above the draft W during navigation, and stores a switching clutch and the like. Further, the rod side of the lifting

hydraulic cylinders

570 and 570 is pivotally supported on the left and right of the upper housing 550U. The lower housing 550R is positioned below the draft W during navigation, and stores an output shaft and the like.

With such a configuration, the left and right hydraulic cylinder 560 is expanded and contracted by a steering device (not shown). The steering lever 565 is rotated by expanding and contracting the left / right rotating hydraulic cylinder 560. When the steering lever 565 is rotated, the left / right rotation shaft 521 is rotated. By rotating the left / right rotation shaft 521, the gimbal ring 530, the bell housing 540, and the propulsion device 550 are rotated in the left / right direction with respect to the hull 590 about the left / right rotation shaft 521.

Further, when the elevating hydraulic cylinder 570 is expanded and contracted, the bell housing 540 and the propulsion device 550 rotate in the vertical direction about the vertical rotation shaft 531 with respect to the hull 590.

The configuration of the left / right pivot shaft 521 and the steering lever 565 will be described with reference to FIG.
In FIG. 10A, the left / right pivot shaft 521 and the steering lever 565 are schematically shown in plan view. In FIG. 10B, a conventional left and right pivot shaft 521 and steering lever 565 are schematically shown in a side view.

The steering lever 565 is a lever that rotates the left / right rotation shaft 521 as described above. The steering lever 565 is formed with an opening 566, a long hole 567, a screw hole 568, a hole 569, and a bolt hole 564. The opening 566 is formed on the outer side of the steering lever 565. The opening 566 is formed in a substantially rectangular shape in plan view.

The long hole 567 is formed so that one side communicates with the opening 566 and is parallel to the longitudinal direction of the steering lever 565. The screw hole 568 is formed to be parallel to the short direction of the steering lever 565 from one side surface of the steering lever 565 to the long hole 567. The screw hole 568 is assumed to be threaded.

The hole 569 is formed so as to be parallel to the short side direction of the steering lever 565 from the other side surface of the steering lever 565 to the long hole 567. It is assumed that the hole 569 is not threaded.

As described above, the left / right pivot shaft 521 supports the gimbal ring 530 so as to be pivotable in the left / right direction with respect to the gimbal housing 520. A fitting portion 526 that fits with the opening 566 of the steering lever 565 is formed on the upper end side of the left and right rotation shaft 521.

Here, as a matter to be noted, the opening 566 of the steering lever 565 is formed to be smaller than the outer periphery of the fitting portion 526 of the left / right rotation shaft 521. In other words, the opening area of the opening 566 of the steering lever 565 is smaller than the cross-sectional area of the fitting part 526 of the left / right rotation shaft 521.

The bolt hole 564 connects a ground (not shown) for anticorrosion by a bolt. The ground electrically connects the transom board 595 and the steering lever 565.

With reference to FIG. 11, a method S100 for assembling the left and right pivot shaft 521 and the steering lever 565 will be described.
In FIG. 11, the assembling method S100 is schematically shown in the assembling order.

In the assembling method S100 of the left / right turning shaft 521 and the steering lever 565, the fitting portion 526 of the left / right turning shaft 521 is fitted into the opening 566 of the steering lever 565, and the steering lever 565 is turned left / right. This is a method of fixing to the shaft 521.

In step S110, the operator inserts the jig K into the long hole 567 of the steering lever 565, and simultaneously screwes the bolt B into the screw hole 568 of the steering lever 565. The jig K is a flat plate having a thickness equivalent to the width of the long hole 567.

At this time, the (screw portion) tip of the bolt B screwed into the screw hole 568 comes into contact with the jig K. After the tip of the bolt B comes into contact with the jig K, the bolt B is further screwed into the screw hole 568. That is, the bolt B is further screwed toward the jig K in a state where the tip is in contact with the jig K. As a result, the steering lever 565 is elastically deformed so that the width of the long hole 567 is enlarged in plan view by the axial force of the bolt B, and the jig K and the screw hole 568 are separated from each other. As a result, the opening 566 of the steering lever 565 is enlarged in opening area and becomes larger than the cross-sectional area of the fitting portion 526 of the left / right rotation shaft 521.

In step S120, the operator inserts the fitting portion 526 into the opening 566 of the steering lever 565. At this time, since the opening area of the opening 566 is larger than the cross-sectional area of the fitting portion 526 by the axial force of the bolt B, the operator can turn the opening 566 of the steering lever 565 left and right. The fitting portion 526 of the moving shaft 521 can be easily assembled.

In step S130, the operator removes the bolt B screwed into the screw hole 568 of the steering lever 565, and removes the jig K inserted into the long hole 567 of the steering lever 565. At this time, in the steering lever 565, the opening area of the opening 566, which has been enlarged from the cross-sectional area of the fitting portion 526 by the axial force of the bolt B, is reduced to the same size as the cross-sectional area of the fitting portion 526. To do. In other words, the steering lever 565 is fitted to the fitting portion 526 of the left and right rotation shaft 521 in a state where the opening area of the opening portion 566 is elastically deformed to have substantially the same size as the cross-sectional area of the fitting portion 526. As a result, the steering lever 565 is firmly fixed to the left / right rotation shaft 521 by fastening the fitting portion 526 with the force generated by the elastic deformation of the opening 566.

In step S140, the operator inserts the removed bolt B into the hole 569 of the steering lever 565, passes through the hole 569 and the long hole 567, and is screwed into the screw hole 568. That is, in the steering lever 565, the width of the long hole 567 is reduced in plan view by the axial force (tightening force) of the bolt B. Thereby, a force for reducing the opening area is applied to the opening 566 of the steering lever 565, and the force for fastening the fitting portion 526 is increased. As a result, the steering lever 565 is more firmly fixed to the left / right rotation shaft 521 by tightening the fitting portion 526 by the axial force of the bolt B in addition to the force generated by the elastic deformation of the opening 566.

As shown in FIG. 12, in step S131 and step S141, a bolt C having a screw diameter smaller than that of the screw hole 568 is inserted into the hole 569 of the steering lever 565, and the hole 569, the long hole 567, and the screw hole 568 are penetrated. Thus, it may be configured to be screwed into the nut D. In this case, the screw hole 568 may be formed on the opposite side.

Further, in step S132 and step S142, the bolt C may be screwed into the jig J provided with a screw hole instead of the nut D. By doing in this way, since the jig | tool J is fixed to a steering lever, it is not necessary to store separately. In this case, the screw hole 568 may be formed on the opposite side.

The effect of the assembling method S100 of the left / right pivot shaft 521 and the steering lever 565 will be described.
According to the assembling method S <b> 100, it is possible to prevent the extreme contact between the opening 566 of the steering lever 565 and the fitting portion 526 of the left / right rotation shaft 521.

In other words, according to the assembling method S100, variation in work accuracy can be reduced, and therefore, extreme contact between the opening 566 of the steering lever 565 and the fitting portion 526 of the left / right rotation shaft 521 can be prevented. it can.

In addition, according to the assembling method S100, it is possible to prevent the occurrence of extreme contact between the opening 566 of the steering lever 565 and the fitting portion 526 of the left / right rotation shaft 521 with the same work man-hour.

The present invention can be used for a ship outdrive device.

Claims

An outdrive device;
An actuator for rotating the outdrive device;
A bracket for supporting the actuator, and a steering mechanism for an outdrive device,
The bracket has arm portions on both the left and right around the position where the outdrive device is the center of the rudder,
A steering mechanism for an outdrive device, wherein the actuator is attachable to any one arm portion of the bracket.
Engine,
Ship equipment arranged on board,
A steering mechanism for the outdrive device,
When the ship equipment is arranged on the side of the steering mechanism for the outdrive device,
The ship provided with the steering mechanism for an outdrive device according to claim 1, wherein the actuator is attached to an arm portion that is distant from the ship equipment.
Engine,
An exhaust pipe for guiding exhaust of the engine;
A steering mechanism for the outdrive device,
When the exhaust pipe is provided to the stern plate through the side of the steering mechanism for the outdrive device,
The ship provided with the steering mechanism for an outdrive device according to claim 1, wherein the actuator is attached to an arm portion away from the exhaust pipe.
A ship equipped with two steering mechanisms for the outdrive device in parallel,
The actuator constituting the starboard side steering mechanism for the outdrive device is attached to the left arm part,
The ship provided with the steering mechanism for an outdrive device according to claim 1, wherein the actuator constituting the steering mechanism for the outboard device on the port side is attached to a right arm portion.