JP4336301B2 - Outboard motor steering system - Google Patents

Description

  The present invention relates to an outboard motor steering apparatus.

  Conventionally, a steering wheel disposed on a hull is connected to a steering mechanism of an outboard motor via a push-pull cable or the like, and the rotation of the steering wheel is transmitted to the steering mechanism to steer the outboard motor. However, since the steering wheel and the steering mechanism are mechanically connected, the steering wheel operating load fluctuates depending on the size of the hull and outboard motor, and the running condition such as the ship speed, and the operation feeling is always good. Couldn't always get. The same applies when a hydraulic mechanism is used instead of the mechanical connection.

In order to solve such a problem, in recent years, a steering device has been proposed in which the mechanical connection between the steering wheel and the steering mechanism is disconnected. In the steering device, an actuator is connected to the steering shaft of the outboard motor, and a rotation angle sensor is disposed in the vicinity thereof to detect the rotation angle of the steering shaft. On the other hand, a rotation angle (steering angle) sensor for detecting the rotation angle (steering angle) is provided near the steering wheel so that the deviation between the rotation angle and the rotation angle detected via the electronic control unit becomes zero. In addition, the driving of the actuator is controlled (see, for example, Patent Document 1).
JP 2004-249790 A (paragraph 0036 etc.)

  By the way, when the steering shaft is driven by an actuator via the electronic control unit as described above, when the internal combustion engine is started, or when there is a phase difference in the steering angle between the steering wheel and the steering shaft, In any case, for example, it is necessary to correct the angle of the steering shaft on the outboard motor side to eliminate the phase difference. However, if the correction is performed irrespective of the intention of the operator, the operator feels uncomfortable. Therefore, it is desirable to fix the steering wheel when the electronic control unit is not operating so that no phase difference is caused.

  Accordingly, the object of the present invention is to solve the above-mentioned problems and to provide an outboard equipped with an actuator connected to the steering shaft and an electronic control unit that controls the driving of the actuator according to the rotation of the steering wheel arranged on the hull. An object of the present invention is to provide an outboard motor steering apparatus in which a steering wheel is fixed when the electronic control unit is not operating.

In order to solve the above-mentioned object, in claim 1, an actuator connected to a steering shaft of an outboard motor, an energization from a power source, and a rotation angle of a steering wheel disposed in a hull In an outboard motor steering apparatus comprising an electronic control unit for controlling the drive of the actuator so that the rotation angles of the steering shaft coincide with each other, the power supply is disposed in the vicinity of the steering wheel so as to be operated by the operator. An electrical switch that connects or disconnects an energization circuit from the electronic control unit to the electronic control unit, and a fixing mechanism that is connected to the electrical switch and fixes the steering wheel in response to an operation of the electrical switch. Is a first position for cutting off the energization circuit to the electronic control unit in the direction operated by the operator. At least a second position for actuating / releasing the fixing mechanism and a third position for connecting an energization circuit to the electronic control unit, and thus connecting the energization circuit after the steering wheel is unfixed. The energization circuit is cut off after the steering wheel is fixed .

In the outboard motor steering apparatus according to claim 2, the fixing mechanism is attached to a steering shaft fixed to the steering wheel, and a lock plate having a plurality of grooves formed on the outer periphery thereof; connected to said electrical switch protrudes in conjunction with the operation of the electric switch, and as configured and a locking key which engages in one of said plurality of grooves.

The outboard motor steering apparatus according to claim 1 is activated by being energized from the power source so that the rotation angle of the steering wheel disposed on the hull matches the rotation angle of the steering shaft of the outboard motor. In an outboard motor steering apparatus including an electronic control unit that controls driving of an actuator connected to a steering shaft, the electronic control unit is energized from a power source and is disposed near a steering wheel so as to be operated by a boat operator. Since the electric switch for connecting or disconnecting the circuit and the fixing mechanism that is connected to the electric switch and fixes the steering wheel according to the operation are provided, the energization circuit is set after the fixing of the steering wheel is released by this. Connected (conducted) and configured to cut off the energization circuit (not conducted) after the steering wheel is fixed Rukoto also becomes possible, therefore, never from the steering wheel is fixed, the first place the phase difference is generated when the electronic control unit is not operating. In other words, the ship operator performs all the operations, and the ship operator does not feel uncomfortable. Moreover, since the steering wheel is fixed by the fixing mechanism, it also helps to prevent theft.

In the outboard motor steering apparatus according to claim 2, the fixing mechanism is attached to a steering shaft fixed to the steering wheel, and a lock plate having a plurality of grooves formed on the outer periphery thereof, and an electric switch is connected to, since it is configured as comprising a locking key which engages with one of a plurality of grooves projecting in conjunction with the operation of the electrical switch, in addition to the effects mentioned above, with a simple structure, a steering wheel Can be reliably fixed, and the fixing mechanism can be operated regardless of the rotational position of the steering wheel, so that there are few restrictions on the outboard motors and hulls that can be used.

Here again, with regard to the effect of claim 1, in the direction operated by the vessel operator, the electric switch has a first position for cutting off the energization circuit to the electronic control unit, and a second position for actuating / releasing the fixing mechanism. And at least a third position for connecting an energization circuit to the electronic control unit, so that the energization circuit is connected after the steering wheel is unlocked and the energization circuit is shut off after the steering wheel is fixed than was configured to, in addition to the effects mentioned above, the steering wheel can be reliably fixed when the electronic control unit is not operating.

  The best mode for carrying out the outboard motor steering apparatus according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing an outboard motor steering apparatus according to a first embodiment of the present invention.

  1 and 2, reference numeral 10 indicates an outboard motor in which an internal combustion engine, a propeller shaft, a propeller, and the like are integrated. As shown in FIG. 2, the outboard motor 10 is connected to a hull (boat body) 16 via a swivel case 12 in which a swivel shaft (described later) is rotatably accommodated and a stern bracket 14 to which the swivel case 12 is connected. It is attached to the tail so as to be steerable about the gravity axis and the horizontal axis.

  The outboard motor 10 includes an internal combustion engine (hereinafter referred to as “engine”) 18 at an upper portion thereof. The engine 18 is a spark ignition type in-line four cylinder, which is a four-cycle gasoline engine having a displacement of 2200 cc. The engine 18 is located on the water surface, covered with the engine cover 20, and disposed inside the outboard motor 10. An electronic control unit (hereinafter referred to as “ECU”) 22 composed of a microcomputer is disposed in the vicinity of the engine 18 covered with the engine cover 20.

  In addition, the outboard motor 10 includes a propeller 24 and a ladder 26 provided in the vicinity thereof. The propeller 24 is connected to the engine 18 via a crankshaft, a drive shaft, a gear mechanism, and a shift mechanism (not shown). When the engine 18 is energized from a power source (battery, which will be described later) placed on the hull 16, Power (engine output) is transmitted and driven, and the hull 16 moves forward or backward.

  As shown in FIG. 1, a steering wheel 28 is disposed near the cockpit of the hull 16. A rotation angle sensor 30 is disposed in the vicinity of the steering wheel 28. Specifically, the rotation angle sensor 30 includes a rotary encoder, and outputs a signal corresponding to the rotation angle or the rotation amount of the steering wheel 28 input by the vessel operator. A throttle lever 32 and a shift lever 34 are arranged on the right side of the cockpit, and their operations are transmitted to a throttle valve and a shift mechanism (both not shown) of the engine 18 via a push-pull cable (not shown).

  Further, a power tilt switch 36 for adjusting the tilt angle of the outboard motor 10 and a power trim switch 38 for adjusting the trim angle are arranged near the cockpit, and the tilt input by the operator is increased.・ Outputs signals according to down / trim up / down instructions. Outputs of the rotation angle sensor 30, the power tilt switch 36, and the power trim switch 38 are sent to the ECU 22 via signal lines 30L, 36L, and 38L.

  Further, as shown in FIG. 2, in the vicinity of the swivel case 12 and the stern bracket 14, an actuator for steering, specifically a hydraulic cylinder 40 (hereinafter referred to as “steering hydraulic cylinder”), a tilt angle, A known power tilt trim unit 42 for trim angle adjustment is arranged and connected to the ECU 22 via signal lines 40L and 42L, respectively. A rotation angle sensor 44 is disposed near the steering hydraulic cylinder 40 and outputs a signal corresponding to a rotation angle of a swivel shaft (described later) housed in the swivel case 12. The output of the rotation angle sensor 44 is sent to the ECU 22 via the signal line 44L.

  The ECU 22 drives the steering hydraulic cylinder 40 to steer the outboard motor 10 based on the outputs of the sensors and switches described above, and operates the power tilt trim unit 42 to operate the tilt angle and the outboard motor 10. Adjust the trim angle.

  FIG. 3 is an enlarged partial sectional view of the vicinity of the swivel case 12 shown in FIG.

  As shown in FIG. 3, the power tilt trim unit 42 includes one hydraulic cylinder for adjusting the tilt angle (hereinafter referred to as “tilt hydraulic cylinder”) 42 a and two (only one is shown in the figure) trim angle. An adjustment hydraulic cylinder (hereinafter referred to as “trim hydraulic cylinder”) 42b is integrally provided.

  The tilt hydraulic cylinder 42a is attached to the hull 16 with its cylinder bottom fixed to the stern bracket 14, and the rod head of the piston rod is brought into contact with the swivel case 12. The trim hydraulic cylinder 42 b is also attached to the hull 16 with its cylinder bottom fixed to the stern bracket 14, and the rod head of the piston rod is brought into contact with the swivel case 12.

  The swivel case 12 is connected to the stern bracket 14 via a tilting shaft 46 so as to be capable of relative angular displacement about the tilting shaft 46. The swivel case 12 houses a swivel shaft 50 in a rotatable manner. The swivel shaft 50 has an axial direction in the direction of gravity, and its upper end is fixed to the mount frame 52 and its lower end is fixed to a lower mount center housing (not shown) (in other words, the shaft of the mount frame 52). Part constitutes the swivel shaft 50). The mount frame 52 and the lower mount center housing are respectively fixed to frames on which the engine 18 and the propeller 24 are disposed.

  FIG. 4 is a plan view of the vicinity of the swivel case 12 as viewed from above.

  As shown in FIGS. 3 to 4, a concave portion 54 having a concave shape (C shape) in a sectional view is formed in the upper portion of the swivel case 12, and the above-described steering hydraulic cylinder 40 is disposed in the internal space. Is done. The steering hydraulic cylinder 40 is composed of a return cylinder, and is connected to a hydraulic pump (not shown) via two oil passages (not shown) to be supplied with hydraulic pressure.

  The steering hydraulic cylinder 40 is attached to a mount frame 52 (a portion that produces a horizontal angle (steering angle) displacement with respect to the long axis of the hull 16) with its rod head 40a supported by a stay 60, and a cylinder bottom. 40b is supported by the stay 61 on the outboard motor main body side and attached to the swivel case 12 (a portion that does not cause a horizontal angle (steering angle) displacement with respect to the long axis of the hull 16), while the internal space of the recess 54 Placed in.

  Further, as shown in FIG. 4, the rotation angle sensor 44 described above is disposed in the internal space of the recess 54. The rotation angle sensor 44 is connected to the stay 60 via the sensor rod 62. That is, the rotation angle of the swivel shaft 50 is transmitted to the rotation angle sensor 44 via the mount frame 52, the stay 60 and the sensor rod 62, and is detected by the rotation angle sensor 44.

  Next, the steering of the outboard motor 10 will be outlined based on the above. When the boat operator steers the steering wheel 28, the steering angle is input to the ECU 22 via the rotation angle sensor 30. The ECU 22 determines that the deviation between the rotation angle of the steering wheel 28 detected by the rotation angle sensor 30 and the rotation angle of the swivel shaft 50 detected by the rotation angle sensor 44 is the steering angle (the angle of the outboard motor 10 with respect to the hull 16). Then, the hydraulic pump is driven to drive (extend / contract) the steering hydraulic cylinder 40 so as to be zero, and the swivel shaft 50 is rotated to steer the outboard motor 10.

  As described above, when the steering hydraulic cylinder 40 is driven, horizontal steering of the outboard motor 10 is power-assisted using the swivel shaft 50 as a steering shaft, and thus the propeller 24 and the ladder 26 are swung. The hull 16 is steered. Specifically, when the steering hydraulic cylinder 40 is driven in the extending direction, as shown in FIG. 4, the swivel shaft 50 and the mount frame 52 are clockwise with respect to the hull 16 (clockwise in a top view). The outboard motor 10 is turned clockwise, so that the hull 16 is steered counterclockwise (counterclockwise in top view) (turned left).

  On the other hand, when the steering hydraulic cylinder 40 is driven in the contracting direction, the swivel shaft 50 and the mount frame 52 rotate counterclockwise with respect to the hull 16 as shown in FIG. The hull 16 is steered clockwise (turned right).

  4 and 5, reference numeral 64 indicates an outline (vertical projection plane) of the outboard motor 10 in a top view. 4 is a plan view of the vicinity of the swivel case 12 when the outboard motor 10 is rotated clockwise to the maximum turning angle (30 degrees), and FIG. It is the top view which looked at swivel case 12 vicinity when rotating the outer unit 10 to the maximum turning angle (30 degree | times) counterclockwise. 4 and 5, the illustration of some of the configurations is simplified so that the movement of the steering hydraulic cylinder 40 is well illustrated.

  Here, the structure near the steering wheel 28 will be described.

  6 is a longitudinal sectional view of the column portion 28a of the steering wheel 28, and FIG. 7 is a sectional view taken along line VII-VII in FIG.

  As shown, the steering shaft 28b fixed to the steering wheel 28 extends through the column portion 28a. A key unit (electric switch) 66 is provided in the vicinity of the steering wheel 28 of the column portion 28a, and when an ignition key 68 is inserted and operated by the operator, an energizing circuit (not shown) is provided. Then, power is supplied to the engine 18 from a battery (not shown), and the engine 18 is started.

  FIG. 8 is an enlarged front view of the key unit 66.

  As shown in FIG. 8, the key unit 66 according to this embodiment has a first off position (OFF1) and a second in the direction in which the ignition key 68 is operated (rotated) by the operator. Off position (OFF2), on position (ON), lock position (LOCK), run (navigation) position (RUN), and start position (ST). Hereinafter, these are referred to as an OFF1 position, an OFF2 position, and the like, respectively. These positions are selected by turning the ignition key 68 to the corresponding position after the ignition key 68 is inserted into the keyway 66a by the operator.

  FIG. 9 is an electric circuit diagram of the key unit 66. The respective positions described above will be described with reference to the figure. The key unit section 66 includes a connection switching section (switch) 66b. Six wirings are connected to the connection switching unit 66b, and connection (conduction) or interruption (non-conduction) of each wiring is performed according to the position selected by the ignition key 68. Thus, the key unit 66 is configured as a combination switch.

  Hereinafter, the six wirings connected to the connection switching unit 66b will be described. The first wiring (E) 66b1 is grounded (grounded), and the ECU 22 is connected to the second wiring (IG) 66b2. . A starter motor 70 is connected to the third wiring (ST) 66b3.

  A steering relay 72 is connected to the fourth wiring (STE) 66b4. The main relay 74 is connected to the fifth wiring (LOAD) 66b5. The main relay 74 is connected to the collector terminal of the transistor 76 and is grounded through the transistor 76. The fifth wiring (LOAD) 66b5 is inserted with a key-forgetting prevention unit 78 made of a microcomputer as in the ECU 22.

  The ECU 22 and the buzzer 78a are connected to the key forgetting prevention unit 78, and the base terminal of the transistor 76 is connected. The key removal forgetting prevention unit 78 normally outputs an ON signal to the base terminal so that the transistor 76 becomes conductive.

  A battery 80 (as described above, the battery 80 is placed on the hull 16) is connected to the sixth wiring (BATT) 66b6, and the hydraulic circuit of the steering hydraulic cylinder 40 via the steering relay 72 is connected. The electric motor 40b which drives the hydraulic pump 40a inserted in is connected. When driven, the hydraulic pump 40a draws lubricating oil (hydraulic oil) from the reservoir 40c and supplies it to either the left or right chamber of the piston of the steering hydraulic cylinder (double-acting cylinder) 40. A check valve (back flow prevention valve) 40d is interposed between the reservoir 40c and the hydraulic pump 40a.

  Furthermore, the sixth wiring (BATT) 66b6 is connected to an electrical load such as the ECU 22, various sensors, lights, a fuel pump, a spark plug, and the like via the main relay 74, and a shift mechanism and a throttle of the engine 18 are connected. An electric motor for the unit is connected.

  FIG. 10 is an explanatory diagram showing the connection relationship of the wirings in the connection switching unit 66b corresponding to each position of the key unit unit 66. As shown in FIG.

  As shown in the figure, at the ST position, the third to sixth wirings 66b1 to 66b6 are connected (conducted). In other words, when the ignition key 68 is turned to the ST position in FIG. 8, the operating voltage (battery voltage) is supplied from the battery 80 to the starter motor 70 via the sixth wiring 66b6 and the third wiring 66b3. Crank and start.

  Further, when the steering relay 72 is energized from the battery 80 through the sixth wiring 66b6 and the fourth wiring 66b4, the contact 72a connected to the sixth wiring 66b6 is closed, and the steering hydraulic cylinder 40 is closed. An operating voltage (battery voltage) is supplied to the electric motor 40b and becomes operable.

  Further, when a current flows from the battery 80 to the main relay 74 via the sixth wiring 66b6 and the fifth wiring 66b5, the contact 74a connected to the sixth wiring 66b6 is closed, and an electric load or the like can be used. It becomes possible.

  When the start of the engine 18 is completed and the ignition key 68 is returned to the ON position, the conduction to the third line 66b3 is released as shown in FIG. 10, and thus the supply of the battery voltage to the starter motor 70 is cut off. The

  On the other hand, when the ignition key 68 is returned to the OFF1 (or OFF2) position, as shown in FIG. 10, the sixth wiring 66b6 is not connected (conductive) to any wiring, and the battery voltage is supplied to the electric load or the like. Is cut off, and the ECU 22 is grounded via the second wiring 66b2 and the first wiring 66b1 (the operation of the ECU 22 is finished), so that the fuel supply to the engine 18 and the ignition are finished and the operation is stopped. At the same time, the operation becomes impossible.

The key unit 66 according to this embodiment is characterized by being arranged in the vicinity of the steering wheel 28 and turning on / off the power supply from the battery (power source) 80 to the ECU 22 (and the engine 18) by the operation of the boat operator. an electrical switch (key unit 66 and the ignition key 68), and is connected to it, is that configured to include a fixing mechanism 84 for fixing the scan tearing wheel 28 in response to the operation.

  This will be described below. As shown in FIG. 7, a fixing mechanism 84 is connected to the key unit portion 66. That is, the fixing mechanism 84 includes a rod 84a, and the rod 84a is locked to the ignition key 68 via a locking mechanism (not shown), and rotates according to the rotation of the ignition key 68. The rod 84a is connected to the roller 84c via the one-way clutch 84b. As shown well in FIG. 6, a lock key 84d having a generally fan shape in a side view is fixed to the roller 84c on the base end side.

  On the other hand, a lock plate 84e is attached to the steering shaft 28b fixed to the steering wheel 28. As shown in FIG. 7, the lock plate 84e has a gear shape and includes a plurality (12) of grooves 84e1 on its outer periphery. When the lock key 84d is in the illustrated position, its fan-shaped portion (front end side) engages with one of the grooves 84e1 of the lock plate 84e to fix the steering shaft 28b, that is, the steering wheel 28 to prevent rotation. .

  The one-way clutch 84b includes a spring 84b1, and the spring 84b1 biases the lock key 84d to the illustrated engagement position. Further, the one-way clutch 84b allows the rotation of the rod 84a (that is, the ignition key 68) only in the direction indicated by the arrow in FIG. 6, in other words, in the direction in which the engagement between the lock key 84d and the lock plate 84e is released. To do. As described above, the key unit portion 66 is connected to the fixing mechanism 84 including the rod 84a, the one-way clutch 84b, the roller 84c, the lock key 84d, and the lock plate 84e, and the fixing mechanism 84 is connected to the key unit portion through the ignition key 68. It operates in conjunction with 66 operation.

  Referring to FIG. 8 again, the interlocking with the ignition key 68 will be described. In the key unit portion 66, only when the ignition key 68 is first inserted into the key groove 66a and pressed in the OFF1 position, It is configured to enter (to reach the intended position). In this position, the lock key 84d is engaged with the lock plate 84e. Next, the state is maintained while the ignition key 68 is turned to the OFF2, ON, and LOCK positions, and the lock key 84d remains engaged with the lock plate 84e.

  Next, when the ignition key 68 is turned to the RUN position or the ST position, the one-way clutch 84b connects the rod 84a to the roller 84c, and as the ignition key 68 rotates, as shown by the arrow in FIG. 84d is rotated to the position indicated by the imaginary line, and the engagement with the lock plate 84e is released. That is, when the ignition key 68 is either turned to the ST position (engine 18 is started) or returned to the RUN position (becomes able to navigate), the steering wheel 28 can rotate. Become. In this state, the steering hydraulic cylinder 40 is actuated in response to the operation of the steering wheel 28 by the operator, and the steering is started, and the shift mechanism and the like are also driven to start the navigation.

  Next, when the navigation is completed, the ignition key 68 is rotated again toward the LOCK position, and after returning to the OFF1 position through the ON position and the engine 18 is stopped, the ignition key 68 is removed from the key unit portion 66. In the engine stop operation, when the ignition key 68 passes the LOCK position, the connection between the one-way clutch 84b and the rod 84a is released. As a result, the urging force of the spring 84b1 of the one-way clutch 84b drives the roller 84c in the direction opposite to the arrow in FIG. 6, and the lock key 84d engages with the lock plate 84e again to rotate the steering wheel 28. Stop.

  Next, the key removal forget prevention unit 78 will be described. As shown in FIG. 9, the ECU 22 is connected to the key removal forget prevention unit 78 and the engine speed NE is inputted.

  FIG. 11 is a flowchart showing the operation of the key removal forgetting prevention unit 78. The illustrated program is repeatedly executed while the ST position or the ON position is selected, that is, while the battery voltage is supplied to the key forgetting prevention unit 78.

  In the following, first, in S10, it is determined whether or not the ignition key 68 is in the ON position. When the result in S10 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S12. In other words, whether the engine speed NE is less than 100 rpm, in other words, whether the engine 18 is stopped or substantially stopped. Judge.

  When the result in S12 is negative, the process returns to S10. When the result is positive, the process proceeds to S14, and the buzzer 78a is sounded to warn the operator. By notifying in this way, the boat operator can notice when the ignition key 68 is forgotten to be removed.

  Next, the process proceeds to S16, where it is determined whether or not the ringing time of the buzzer 78a exceeds a predetermined time, specifically 180 seconds (sec). If the result in S16 is NO, the process returns to S10 and the above processing is repeated. When the result in S16 is affirmative, the program proceeds to S18 where the ringing of the buzzer 78a is stopped and the output of the ON signal to the base side of the transistor 76 is stopped and the main relay 74 is cut (energization is stopped). That is, the supply of battery voltage to an electric load or the like is cut off. Note that, as shown in FIG. 9, since the key-forgetting prevention unit 78 is wired separately from the main relay 74, the operation can be continued even when energization is stopped.

  Next, the process proceeds to S20, where it is determined again whether or not the ignition key 68 is in the ON position. If the determination is affirmative, the process returns to S18, and if the determination is negative, the process proceeds to S22 and the cut of the main relay 74 is terminated.

  Continuing the description of FIG. 6, the steering shaft 28 b is provided with a neutral position sensing mechanism 90 including a planetary gear mechanism and a detent mechanism downstream of the arrangement position of the key unit portion 66. The neutral position sensing mechanism 90 is a mechanism for sensing the neutral position that is the center of the maximum amount of rotation (lock-to-lock) when the boat operator steers (rotates) the steering wheel 28. The maximum rotation amount of the steering wheel 28 is 3 rotations (1.5 rotations if it is counterclockwise).

  12 is a cross-sectional view taken along line XII-XII in FIG.

  Referring also to FIG. 12, the planetary gear mechanism in the neutral position sensing mechanism 90 includes a sun gear 90a fixed to the steering shaft 28b, an internal gear 90b fixed to the column portion 28a, a sun gear 90a and an internal gear. It comprises three planetary pinions 90c that rotate around the sun gear 90a while meshing with the gear 90b, and a carrier 90d that fixes the three planetary pinions 90c. As shown in FIGS. 6 and 12, the carrier 90d has a substantially disk shape.

  One stopper (protrusion) 90d1 is provided on the circumference of the carrier 90d (not shown in FIG. 6), and an arcuate notch (recess) 90d2 is provided on the opposite side at an interval of 180 degrees. Is drilled. A pressing mechanism 90e is disposed in the notch 90d2. The pressing mechanism 90e includes a case 90e1, a roller 90e2 and a spring 90e3 that are movably disposed therein. In the pressing mechanism 90e, the roller 90e2 is always urged against the carrier 90d by the spring 90e3. As a result, the pressing mechanism 90e presses the circumference of the carrier 90e and applies a load. The detent mechanism described above includes a pressing mechanism 90e and a notch 90d2.

  In the neutral position sensing mechanism 90, the steering wheel 28, more specifically, the steering shaft 28b, is connected to a speed reduction mechanism including a sun gear 90a, an internal gear 90b, and a planetary pinion 90c. The rotation of the steering wheel 28 is reduced to about ¼ rotation speed through the speed reduction mechanism and transmitted to the carrier 90d connected to the speed reduction mechanism. As a result, for example, when the steering wheel 28 is rotated three times from the left or right steering limit toward the other, the carrier 90d rotates 3/4 (more precisely, 290 degrees), and the stopper 90d1 is the case of the pressing mechanism 90e. It abuts against the end 90e1a of 90e1, and locks (blocks) further rotation of the steering wheel 28.

  Further, since the roller 90e2 of the pressing mechanism 90e is always pressed against the carrier 90d by the spring 90e3, the load on the steering wheel 28 received by the vessel operator changes before and after the roller 90e2 engages with the notch 90d2. Therefore, the notch 90d2 is drilled at a position where the steering by the steering wheel 28 becomes neutral, and the pressing mechanism 90e is disposed there, and the position furthest away from it, specifically 180 degrees as shown in FIG. If the stopper 90d2 is formed at the opposed opposing end, the boat operator can sense that the vehicle has passed the neutral position corresponding to the center (center) of the lock-to-lock in the left-right direction of the steering wheel 28.

  Returning to the description of FIG. 6, a hydraulic damper 92 is provided on the front end (lower end in the drawing) of the neutral position sensing mechanism 90 in the steering shaft 28 b. The hydraulic damper portion 92 includes a circular chamber 92a formed in the periphery of the steering shaft 28b in the column portion 28a (as viewed from the axial direction of the steering shaft 28b) and a steering shaft 28b (more precisely, It consists of one vane 92b attached to the jacket 28b1) fitted on the outer periphery so as to protrude in the radial direction, and lubricating oil (hydraulic oil, not shown) filled in the chamber 92a.

  With this configuration, in the hydraulic damper portion 92, when the vane 92b moves in the lubricating oil charged in the chamber 92a as the steering shaft 28b rotates, the amount of lubricating oil in the chamber 92a, that is, the hydraulic pressure is increased. Receive resistance according to. Therefore, by appropriately setting the hydraulic pressure in the chamber 92a, an appropriate resistance can be given to the rotation of the steering wheel 28, and the steering feeling can be improved similarly.

Of the steering shaft 28 b, in the vicinity of the previous terminal to the position of the hydraulic tamper unit 92, the rotation angle sensor 30 is arranged comprising a rotary encoder described above, although not shown.

Thus, in this embodiment, an electric switch that is disposed near the steering wheel 28 so as to be operated by the operator and connects (conducts) an energization circuit from the battery (power source) 80 to the ECU 22 (and the engine 18). (A key unit 66 and an ignition key 68), and a fixing mechanism 84 that is connected to the steering wheel 28 and that fixes the steering wheel 28 according to the operation thereof, and the electric switch is inserted into the ignition key 68 by the operator. in operated Te (rotated are) direction, ECU 22 (and engine 18) and the O FF1 or OFF2 position you cut off the energizing circuit to the (first position), LOCK position operating and releasing the fixing mechanism 84 (first 2 position) and energization of ECU 22 (and engine 18) At least a RUN or ST position (third position) for connecting (conducting) the circuit is connected , and thus the energization circuit is connected (energized or energized) after the steering wheel 28 is released from being fixed. After being fixed, the energization circuit was cut off (not energized or conducted). Accordingly, since the steering wheel 28 is fixed when the ECU 22 is not operating, no phase difference occurs in the first place, and the ship operator performs all operations, and the ship operator feels uncomfortable. Absent. Further, since the steering wheel 28 is fixed by the fixing mechanism 84, it also helps to prevent theft.

  Also, as shown in FIG. 9, in the hydraulic circuit of the steering hydraulic cylinder 40, a check valve (backflow prevention valve) 40d is inserted between the reservoir 40c and the hydraulic pump 40a, so that the ignition key 68 is When the steering relay 72 is deenergized by returning to the OFF1 or OFF2 position and the operation of the hydraulic pump 40a is stopped, the steering hydraulic cylinder 40 is fixed. Thereby, it can prevent more reliably that a phase difference arises.

  Furthermore, since the forgotten key removal unit prevention unit 78 is provided, it is possible to prevent the operator from forgetting to remove the ignition key 68.

  Further, since the neutral position sensing mechanism 90 and the hydraulic damper 92 are provided on the steering shaft 28b, the steering feeling can be improved.

  FIG. 13 is a longitudinal sectional view showing the structure of a column portion 28a of a steering wheel 28 similar to FIG. 6, showing a steering apparatus for an outboard motor according to a second embodiment of the present invention, and FIG. 14 is its XIV-XIV. It is line sectional drawing.

  In the outboard motor steering apparatus according to the second embodiment, the structure of the fixing mechanism 84 is different from that of the first embodiment. Hereinafter, a description will be given focusing on differences from the first embodiment. In the fixing mechanism 84 according to the second embodiment, the rod 84a has a crank shape in a plan view (FIG. 14) through the joint 84f. It is connected to a cam 84g having a view elliptical shape (FIG. 13). The crank pin portion of the cam 84g is brought into contact with a substantially plate-like lock key 84h.

  A pin 84h1 is press-fitted into the lock key 84h so as to protrude from the tip, and the pin 84h1 is urged to a position where it engages with one of the grooves 84e1 of the lock plate 84e by a spring 84h2.

  When the position of the ignition key 68 rotated in the direction indicated by the arrow A in FIG. 13 and transmitted through the rod 84a is at the RUN position or the ST position, the cam 84g becomes the position shown in FIG. As shown by the arrow B in the figure, the spring 84h2 moves backward against the urging force, the engagement with the lock plate 84e via the pin 84h1 is released, and the steering wheel 28 can be rotated. .

  When the ignition key 68 is rotated from the RUN position to any position between the LOCK position and the OFF1 position, the lock key 84h is engaged with the lock plate 84e via the pin 84h1, and the steering wheel 28 Prevent rotation.

  Even in the outboard motor steering apparatus according to the second embodiment, the configuration as described above may cause a phase difference because the steering wheel 28 is fixed when the ECU 22 is not operating. Therefore, the ship operator does not feel uncomfortable because all operations are performed by the ship operator.

  FIG. 15 is a longitudinal sectional view showing the structure of the column portion 28a of the steering wheel 28 similar to FIG. 6, showing the steering apparatus for an outboard motor according to the third embodiment of the present invention, and FIG. 16 is its XVI-XVI It is line sectional drawing.

  The fixing mechanism 84 according to the third embodiment is a modification of the second embodiment, and the rod 84a is connected to a cam 84g via a joint 84f. The cam 84g is brought into contact with a bottle open lock key 84i.

  As well shown in FIG. 15, the lock key 84i is formed with a hole 84i1 having a rectangular shape in a side view in the circular portion on the base end side. The crank pin portion of the cam 84g is inserted through the hole 84i1. The cam 84g is in the position shown in FIG. 15 when the ignition key 68 transmitted through the rod 84a is in the RUN position or ST position, and the lock key 84i is separated from the lock plate 84e as shown by the solid line in FIG. Then, the engagement with the lock plate 84e is released, and the steering wheel 28 is configured to be rotatable.

  When the ignition key 68 is rotated from the RUN position to any position between the LOCK position and the OFF1 position, the cam 84g rotates in the direction indicated by the arrow A in the figure, and the lock key 84i moves the cam 84g. As shown by an imaginary line in the figure, the actuator moves in the direction indicated by the arrow B, engages with the lock plate 84e, and prevents the steering wheel 28 from rotating.

  Even in the outboard motor steering apparatus according to the third embodiment, since the steering wheel 28 is fixed when the ECU 22 is not operating because of the above-described configuration, in the first place, the phase difference. The ship operator does not feel uncomfortable because all operations are performed by the ship operator.

As described above, in the first to third embodiments, the steering hydraulic cylinder (actuator) 40 connected to the swivel shaft (steering shaft) 50 of the outboard motor 10 and the battery (power source) 80 are energized. And an ECU (electronic control unit) 22 that controls the drive of the actuator so that the rotation angle of the steering wheel 28 disposed on the hull 16 and the rotation angle of the swivel shaft (steering shaft) coincide with each other. In an outboard motor steering apparatus, an electric switch (key unit portion 66, ignition) which is disposed in the vicinity of the steering wheel 28 so as to be operated by a ship operator and which connects or disconnects an energization circuit from the power source to the electronic control unit. A key 68), and the steering switch connected to the electrical switch and in response to an operation of the electrical switch. Together and a fixing mechanism 84 for fixing the Lumpur 28, wherein the electrical switch, in the direction operated by the rider, the ECU OFF1 or OFF2 position to cut off the energization circuit to (electronic control unit) 22 (the 1 position), a LOCK position (second position) for actuating / releasing the fixing mechanism 84, and a RUN or ST position (third position) for connecting an energization circuit to the ECU (electronic control unit) 22 Accordingly, the energization circuit is connected after the steering wheel 28 is released from being fixed, and the energization circuit is interrupted after the steering wheel 28 is fixed .

The fixing mechanism 84 is attached to the steering shaft 28b fixed to the steering wheel 28, and is connected to the lock plate 84e having a plurality of grooves 84e1 formed on the outer periphery thereof, and the electric switch. project in conjunction with the operation of the switch, the plurality of locking key engage any of the grooves 84d, and as construction comprising 84h, and 84i.

  In the above description, the hydraulic cylinder is exemplified as the actuator for rotating the swivel shaft 50. However, the actuator is not limited thereto, and an electric motor, a hydraulic motor, or the like may be used.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory view generally showing an outboard motor steering apparatus according to one embodiment of the present invention. It is a partial explanatory side view of the steering device shown in FIG. It is a fragmentary sectional view which expands and shows the swivel case vicinity shown in FIG. FIG. 2 is a plan view of the vicinity of a swivel case viewed from above when the outboard motor shown in FIG. 1 is turned clockwise to the maximum turning angle. Similarly, it is the same top view as FIG. 4 which looked at the swivel case vicinity from the upper direction when turning the outboard motor shown in FIG. 1 counterclockwise to the maximum turning angle. It is a longitudinal cross-sectional view which shows the structure of the column part of the steering wheel shown in FIG. 1 in detail. It is the VII-VII line expanded sectional view of FIG. It is an enlarged front view of the key unit part shown in FIG. It is an electric circuit diagram of the key unit part shown in FIG. It is explanatory drawing which shows the connection relation of the wiring in the connection switching part according to each position of the ignition key shown in FIG. 10 is a flowchart showing the operation of the key removal forgetting prevention unit shown in FIG. 9. It is the XII-XII sectional view taken on the line of FIG. FIG. 8 is a longitudinal sectional view showing a structure of a column portion of a steering wheel similar to FIG. 6, showing a steering apparatus for an outboard motor according to a second embodiment of the present invention. It is the XIV-XIV sectional view taken on the line of FIG. FIG. 7 is a longitudinal sectional view showing a structure of a column portion of a steering wheel similar to FIG. 6, showing a steering apparatus for an outboard motor according to a third embodiment of the present invention. It is the XVI-XVI sectional view taken on the line of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Outboard motor, 12 Swivel case, 16 Hull, 18 Engine (internal combustion engine), 22 (ECU), 24 propeller, 28 Steering wheel, 28a Column part, 28b Steering shaft, 30 Rotation angle sensor, 40 Steering hydraulic cylinder ( Actuator), 50 Swivel shaft (steering shaft), 66 Key unit (electric switch), 68 Ignition key, 84 Fixing mechanism, 84e Lock plate, 84g, 84h, 84i Lock key

Claims (2)

The actuator connected to the steering shaft of the outboard motor and the power source is powered on to start up, and the drive of the actuator is controlled so that the rotation angle of the steering wheel arranged on the hull matches the rotation angle of the steering shaft An outboard motor steering apparatus comprising: an electronic control unit that is disposed in the vicinity of the steering wheel so as to be operated by a marine vessel operator; and an electrical switch that connects or disconnects an energization circuit from the power source to the electronic control unit; And a fixing mechanism that is connected to the electric switch and fixes the steering wheel in accordance with the operation of the electric switch, and the electric switch is connected to the electronic control unit in a direction operated by the operator. A first position for interrupting the energization circuit, a second position for actuating and releasing the fixing mechanism, At least a third position for connecting an energization circuit to the control unit, and thus the energization circuit is connected after the fixing of the steering wheel is released, and the energization circuit is shut off after the steering wheel is fixed An outboard motor steering apparatus characterized by being configured as described above . The fixing mechanism is attached to a steering shaft fixed to the steering wheel, and is connected to a lock plate having a plurality of grooves formed on the outer periphery thereof, and the electric switch, and in conjunction with the operation of the electric switch. projects, a steering system for an outboard motor according to claim 1, characterized in that it comprises a locking key to be engaged with one of said plurality of grooves.

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