JPH0468196B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a system in which the rod of the trim cylinder can be operated to the compressed position using a pump shared with the tilt cylinder while the propulsion unit rotatably attached to the hull is held in the tilt-up position. The present invention relates to a tilt-trim mechanism for a marine propulsion unit.

In small vessels such as motorboats, a tilt mechanism consisting of a hydraulic cylinder is installed between the propulsion unit rotatably attached to the hull and the hull, and the tilt mechanism is used to rotate the propulsion unit from the tilt-up position to the tilt-down position and to control the navigation. A trim mechanism consisting of a hydraulic cylinder is provided to reduce the impact on the propulsion unit caused by obstacles during travel, and to rotate the propulsion unit in order to efficiently apply thrust to the hull.

In such a tilt-trim mechanism for a marine propulsion unit, the extension side oil chambers of the tilt cylinder and the trim cylinder are simultaneously extended by hydraulic pressure supplied from a common hydraulic source. Therefore, in a so-called tilt-up state in which the propulsion unit is rotated upward when the ship is at anchor, the rod of the trim cylinder fixed to the hull in the sea is fully extended and protrudes into the seawater. As a result, sea creatures such as barnacles stick to the outer periphery of the protruding rod, and when the trim rod is compressed, these sticks can destroy the sealing member of the sliding contact area, or the smooth operation of the trim mechanism may be impaired. Ta.

SUMMARY OF THE INVENTION An object of the present invention is to provide a tilt-trim mechanism that can operate only the rod of a trim cylinder to a compression position while holding a propulsion unit in a tilt-up position. This provides a mechanism that can be supplied from a pump common to the cylinder.

Embodiments of the present invention will be described below based on the drawings.

As shown in FIGS. 1 and 2, a tilt cylinder 1 installed between a hull H and a propulsion unit U rotatably attached to the hull via a fulcrum P has a free piston 2 inside. A piston 4 fixed to the tip of the piston rod 3 is slidably fitted, and the piston 4 is provided with a shock valve 5 that opens when the rod 3 is extended and a return valve 6 that opens when the rod 3 is compressed. When the propulsion unit U hits an obstacle during navigation, the impact is alleviated by the damping force.

Compression side oil chamber (second end) 1 of tilt cylinder 1
Hydraulic piping 7a, 7b for tilt operation is connected to each port of a and extension side oil chamber (first end) 1b,
These pipes 7a and 7b have a free piston 8 inside.
Valves 11a and 1 are attached to both ends 10a and 10b of the shuttle cylinder 9 in which the valves 11a and 1 are slidably fitted, respectively.
1b.

The shuttle cylinder 9 has push pins 12a on both sides,
The interior of the shuttle cylinder 9 is divided into a first end 10a and a second end 10b by the free piston 8 to which the piston 12b is fixed. and second end 1
The second end 10b of the shuttle 9 is connected to the conduit 7a via a first valve 11a that opens when a push pin 12a moves with a pressure difference of 0b.
is connected to the conduit 7b via a second valve 11b which is similarly opened by an internal pressure booster or push pin 12b.

Pipe lines 13a and 13b are connected to the first end 10a and second end 10b of the shuttle cylinder 9, respectively, and the first check valve 14a and the second check valve 1 are connected to the first end 10a and the second end 10b, respectively.
Pump means 16, such as a gear pump, which is connected to the oil tank 15 via the oil tank 4b and is capable of forward and reverse rotation is installed between the pipes 13a and 13b.
The first port 16a of the gear pump 16 is connected to the conduit 13a.
Furthermore, the second port 16b of the gear pump 16 is connected to the conduit 13b. The pipe line 13a is provided with a pipe line 18 that returns excess oil that increases due to the intrusion of the tilt cylinder and trim cylinder into the tank 15 via the relief valve 17. A pipe line 20 having a manual on-off valve 19 is connected between the pipe lines 7a and 7b that communicate with each other.

The manual on-off valve 19 communicates with the tank 15, and also
One end of the conduit 20 is connected to the tank 15 via a second relief valve 21.

On the other hand, the trim mechanism 22 provided at the bottom of the hull H generally consists of a pair of hydraulic trim cylinders 24, preferably left and right, with one end fixed to the hull and a piston rod 23 protruding outside from the other end. The propulsion unit U is connected to the hull H by a rod 23 integrated with a piston 23' that slides back and forth.
It is supported on the side.

In the tilt-trim mechanism including the above configuration, the features of the present invention are the compression side oil chamber 24a of the trim cylinder 24 and the first end 10 of the shuttle cylinder 9.
a through a hydraulic pipe line 25, and two lines of pipe lines 26a, 26b are connected between the extension side oil chamber 24b of the trim cylinder 24 and the pipe line 7b.
One of the pipes 26a is provided with a check valve 27 that opens only to the pipe 7b, and the other pipe 26b is provided with a check valve 28 that opens only to the oil chamber 24b on the extension side of the trim cylinder 24. Furthermore, a lock means 29 is provided for arbitrarily suppressing the operation of the compression stroke of the tilt cylinder 1.

The two lines 26a, 26b are preferably arranged at branch points 30a, 3 of the line 7b, as in the illustrated embodiment.
Pipe lines 26a and 26b branched from 0b, respectively.
are merged into the common pipe line 26 to connect the trim cylinder 2
However, the present invention is not limited to this configuration, and the pipe line 26 is connected to the extension side oil chamber 24b of No.
A, 26b are each independently trim cylinder 24
This also includes the configuration for connecting to.

The closing pressure of the check valve 28, which opens only on the trim cylinder 24 side of the conduit 26b, is set to open with the discharge pressure of the gear pump 16. The pressure is set higher than the pressure of the propulsion unit U so as to counter the natural descent of the propulsion unit U from the tilt-up position to the tilt-down position due to its own weight.

As a locking means for arbitrarily suppressing the compression operation of the tilt cylinder 1, in the embodiment shown in FIG.
The flow of oil from the oil chamber 1a to the compression side oil chamber 1a of the tilt cylinder 1 is arbitrarily stopped.

As another embodiment of the locking means, as shown in FIG. 3, a tension rod 29b is removably installed between the propulsion unit U and the tilt cylinder 1 (or between the unit U and the hull H) when the ship is tilted up. It is also possible to provide mechanical locking means to prevent further compression of the cylinder 1.

Next, the operation of the tilt-trim mechanism according to the present invention will be explained.

When the propulsion unit U is rotated to the tilt-up position (upward), when the gear pump 16 is operated in the direction of the arrow y, the second end 10b of the shuttle 9 is rotated.
Oil is discharged to the valve 11b due to pressure increase.
is opened, and oil flows into the extension side oil chamber 1b of the tilt cylinder 1 through the pipe 7b. When the pressure at the second end 10b of the shuttle 9 further increases, the shuttle 9
The free piston 8 slides toward the first end 10a, and the pin 12a of the piston 8 pushes open the valve 11a of the first end 10a, so the oil in the compression side oil chamber 1a of the tilt cylinder 1 flows through the pipe 7a. The air enters the first end of the shuttle 9 and is sucked into the gear pump 16. Looking at the operation of the trim cylinder 24 at this time, the second end 1 of the shuttle 9 is moved by the gear pump 16.
A part of the oil sent to 0b opens the check valve 28 of the pipe line 26b and flows into the extension side oil chamber 24b of the trim cylinder 24 through the common pipe line 26, and the trim cylinder 24 is compressed accordingly. Side oil chamber 24a
The oil flows through the pipe line 25 to the first end 10a of the shuttle 9 and is sucked into the gear pump 16.

Thus, the tilt cylinder 1 is extended and the propulsion unit U is rotated to the tilt-up position (upward), and the rod 23 of the trim cylinder 24 is also extended and is in a fully extended state. Incidentally, as the tilt cylinder 1 and the trim cylinder 24 extend, the insufficient oil corresponding to the volume of the rods 3 and 23 protruding from the cylinders is replenished from the tank 15 through the check valve 14a of the conduit 13a.

In this state, when lowering only the trim rod 23 to the compression position while holding the propulsion unit U in the tilt-up position, the oil flow in the conduit 7a is
After locking the operation of the tilt cylinder 1 in the compression direction by shutting it off with the shutoff device 29a as shown in the figure or by applying the tensioning device 29b between the tilt cylinder 1 and the propulsion unit U as shown in FIG. 16 in the x direction. Thus, the oil is sent from the second port 16a of the gear pump 16 to the first end 10a of the shuttle 9, and is pressurized into the compression side oil chamber 24a of the trim cylinder 24 via the conduit 25. At this time, the valve 11b is opened by the pin 12b of the piston 8 due to the pressure increase at the first end 10a of the shuttle 9, so that the oil in the extension side oil chamber 24b of the trim cylinder 24 is transferred to the check valve 27 of the conduit 26a.
is opened, the flow flows into the conduit 7, further flows through the valve 11b to the second end 10b of the shuttle 9, and the gear pump 1
I am attracted to 6. Therefore, tilt cylinder 1
Even though the trim cylinder 24 is in an extended state, only the rod 23 of the trim cylinder 24 is compressed. At this time, excess oil corresponding to the volume of the trim rod immersed in the trim cylinder 24 is discharged from the first relief valve 17 to the tank 15.

In addition, when the spring pressing force of the check valve 28 is made larger than the pressure in the extension side oil chamber 1b when the tilt cylinder 1 is held in the tilt-up position as described above, the closing pressure of the check valve 28 becomes larger than the pressure in the propulsion unit. Since the weight of the propulsion device U overcomes the pressure trying to compress the tilt cylinder 1, even if the lock state 29 is released in the tilt-up state, the tilt-up position of the propulsion device U and the compressed state of the trim cylinder 22 are maintained.

Next, when operating from the tilt-up state to the tilt-down position, when the gear pump 16 is rotated in the x direction after releasing the locking means, the oil discharged to the second port 16a pushes open the valve 11a of the shuttle 9. The oil in the compression side oil chamber 1b of the tilt cylinder 1 flows from the pipe line 7a, and the oil in the extension side oil chamber 1b flows into the first end 10 of the shuttle 9.
The second valve of the shuttle 9 is opened from the valve 11b which is opened by the pin 12b of the piston 8 as the pressure of
It flows into the end portion 10b and is sucked into the gear pump 16. Therefore, the tilt cylinder 1 is smoothly tilted down. At this time, tilt cylinder 1
Oil corresponding to the volume of the rod entering the tank 15 flows from the relief valve 17 into the tank 15.

When the ship is traveling forward, pressure is applied to the extension side oil chambers 1b and 24b of the tilt cylinder 1 and trim cylinder 24 due to the propulsive force.
Tilt cylinder 1 and trim cylinder 2
The oil in the extension side oil chambers 1b and 24b of No. 4 has nowhere to escape, so the trim angle is maintained. Additionally, when the rod 3 of the tilt cylinder 1 is pulled by an impact during forward cruising and the compression side oil chamber 1a becomes high pressure, the oil in the oil chamber 1a is transferred to the shock valve 5 of the piston 4.
Through this, the free piston 2 enters between the pistons 4 and the impact is absorbed. Thereafter, when the tilt cylinder 1 is compressed by the weight of the propulsion unit U, the oil between the free piston 2 and the piston 4 flows back through the return valve 6 into the compression side oil chamber 1a. During this time, the trim angles before and after the impact do not change. because,
This is because even if negative pressure is generated between the free piston 2 and the piston 4 when the rod 3 is pulled due to impact, this negative pressure does not open the valve 11b because of the small pressure difference of 1 kg/cm ² or less. . Needless to say, the valve 11b must be set to satisfy this condition.

Note that even when the propulsion unit U is lowered to the tilt-down position, if the vessel is to be berthed for a long time, it is necessary to compress the trim cylinder 24 to prevent crucibles and the like from adhering to the trim rod 23. In the mechanism of the present invention, both the tilt cylinder 1 and the trim cylinder 24 can be moved to the compression position by operating the manual valve 19.

That is, when the manual valve 19 is opened, the oil in the extension side oil chamber 1b of the tilt cylinder 1 is transferred to the pipes 7b, 20 and the manual valve 1 due to the weight of the propulsion unit U.
9. The oil flows into the compression side oil chamber 1a of the tilt cylinder 1 through the pipe 7a, and the oil corresponding to the entering volume of the rod 3 flows into the tank 1 which communicates with the manual valve 19.
5. On the other hand, the oil in the extension side oil chamber 24b of the trim cylinder 24 is supplied to the pipe 26, the check valve 27,
It flows out into the tank 15 through the branch point 30a, the pipe 20, and the manual valve 19, but in the present invention, a pipe 25 is provided at the first end 10a of the shuttle 9 and the compression side oil chamber 24a of the trim cylinder 24. Therefore, excess oil flows into the tank 15 and flows from the tank 15 through the check valve 14a to the first end 10 of the shuttle 9.
a, and further from the pipe line 25 to the trim cylinder 24
Thus, both the tilt cylinder 1 and the trim cylinder 24 are in the most compressed state.

As described above, in the present invention, only the rod of the trim cylinder can be operated independently to the compressed position while the propulsion unit is held in the tilt-up position, so there is no risk of marine organisms etc. attaching to the rod. There is no risk of breaking the seal part. In particular, since the compression hydraulic pressure for the trim cylinder is supplied from the pump shared with the tilt cylinder through the conduit 25, there is no need to apply a separate load from the outside, and the apparatus can be made compact.

Furthermore, since the present invention has a structure in which the working oil that compresses and expands the trim cylinder flows into the same system, it is easy to synchronize the inflow and outflow of oil into the trim cylinder.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram of the installation of the propulsion unit, FIG. 2 is a hydraulic circuit diagram of the tilt-trim mechanism according to the present invention, and FIG. 3 is an explanatory diagram showing another embodiment of the locking means. 1...Tilt cylinder, 7a, 7b...Pipe line,
8... Piston, 9... Shuttle cylinder, 11
a...First valve, 11b...Second valve, 12
a, 12b...pin, 15...tank, 16...
Gear pump, 19...Manual valve, 24...Trim cylinder, 25...Pipe line, 26, 26a, 26
b...Pipeline, 27...Check valve, 28...Check valve,
29a, 29b...Lock means.

Claims (1)

[Scope of Claims] 1. A hydraulic piping path 7a communicating with the compression side oil chamber 1a of the tilt cylinder 1 installed between the rotatably mounted marine propulsion unit U and the hull H is connected to the first end of the shuttle cylinder 9. A trim fixed to the hull H is connected to the second end of the shuttle cylinder 9 via a valve 11b, and a hydraulic piping line 7b communicating with the extension side oil chamber 1b of the tilt cylinder 1 is connected to the second end of the shuttle cylinder 9 via a valve 11b. Connecting the extension side oil chamber 24b of the cylinder 24 and the pipe line 7b via a pipe line,
Oil supply pipe line 13 communicated with first end 10a and second end 10b of shuttle cylinder 9, respectively
In a tilt-trim device for a marine propulsion unit, in which ports 16a and 16b on both sides of a gear pump 16 that can freely rotate in forward and reverse directions are connected between ports 16a and 13b, the compression side oil chamber 24a of the trim cylinder 24 and the first end 10a of the shuttle cylinder 9 The extension side oil chamber 24b of the trim cylinder 24 and the pipe line 7b are communicated with each other through a hydraulic pipe line 25, and two lines of pipe lines 26a and 26b are used to communicate between the extension side oil chamber 24b of the trim cylinder 24 and the pipe line 7b.
6a, a first check valve 27 that opens only to the pipe line 7b side,
Further, a second check valve 28 that opens only on the extension side oil chamber 24b side of the trim cylinder 24 is provided in the other pipe line 26b, and the closing pressure of the second check valve 28 is applied when maintaining the tilt up position of the tilt cylinder 1. The pressure in the extension side oil chamber 1b is higher than that in the gear pump 1.
6. A tilt-trim mechanism characterized in that the discharge pressure is set lower than the discharge pressure of the tilt cylinder 1, and is further provided with a locking means for arbitrarily suppressing the operation of the compression stroke of the tilt cylinder 1. 2. The tilt-trim mechanism according to claim 1, wherein the locking means is a flow path blocking device 29a provided in the conduit 7a. 3. The tilt-trim mechanism according to claim 1, wherein the locking means comprises a tensioning device 29b installed between the propulsion unit and the tilt cylinder or the hull.