JPH0679920B2 - Automatic trim angle adjustment device for ship propulsion - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an automatic trim angle adjusting device for a ship propulsion machine such as an outboard motor or an outboard motor.

[Prior art]

The marine vessel propulsion device includes a bracket that can be fixed to the marine vessel, a propulsion unit that is tiltably supported with respect to the bracket, a propeller that is attached to the lower portion of the propulsion unit to generate thrust, and a space between the bracket and the propulsion unit. And a trim device for moving the propulsion unit up or down based on an up signal or a down signal.

Here, in a predetermined state, it is not appropriate that the trim angle of the propulsion unit set by the trim device is too large or too small for the boat to exert the maximum speed. Therefore, in order to sufficiently bring out the performance of the boat propulsion device, it is necessary to set the optimum trim angle so that the maximum speed can be secured.

[Problems to be solved by the invention]

However, the conventional ship propulsion device only has a manual trim angle adjusting device for manually increasing or decreasing the trim angle. As a result, the occupant must perform the complicated and difficult feedback control work of obtaining the maximum speed by adjusting the trim angle with the manual trim angle adjusting device while watching the ship speed displayed on the speedometer. Moreover, it required skill.

Further, the optimum trim angle that gives the maximum ship speed varies in various ways according to changes in the inclination of the ship, changes in the propelling force of the propeller, and the like. Therefore, the trim angle corresponding to the maximum speed set by the occupant constantly changes. In order to maximize the performance of the ship propulsion device at all times, the crew member must continue the above-mentioned complicated and difficult feedback control work for obtaining the maximum ship speed. There was also a problem that the feedback work could not be continued if the change in ship speed was large.

[Means for solving problems]

An object of the present invention is to eliminate the above-mentioned inconvenience, and moreover, to achieve it surely without causing a delay in response to a change in speed, and to support a bracket that can be fixed to a ship and a tiltable support for the bracket. Between the bracket and the propulsion unit, a propulsion unit attached to the lower part of the propulsion unit, a propeller for generating thrust, and a running state detection means including an engine speed sensor or a ship speed sensor for detecting the ship speed. A trim device which is mounted and moves the propulsion unit up or down based on an up signal or a down signal; and a change in the engine speed or the running state quantity of the ship speed sensed by the sensing means, (I). When there is no change in the running state quantity, the up signal or down signal is stopped and the trim angle is maintained, (II). When the running state quantity decreases, either the up signal or the down signal, which is different from the current signal state, is output, and (III). When the running state quantity increases, either the up signal or the down signal, which is the same as the current signal state, is output, and (IV). A ship propulsion device having a control means for outputting a signal that makes the speed of up or down higher than the speed of up or down based on the current signal state as the change of the running state star becomes larger. It has been achieved by providing an automatic trim angle adjusting device of.

[Operation of the invention]

The automatic trim angle adjusting device for a ship propulsion device according to the present invention is
Since it is configured as described above, it is only necessary to detect a change in the running state quantity under a state where the running conditions vary in various ways due to changes in the inclination of the ship, changes in the thrust of the propeller, etc.
It is possible to surely achieve automatic control of the trim angle of the propulsion unit so as to give the maximum speed.

〔Example〕

FIG. 1 is a side view showing an outboard motor 10 to which the present invention is applied. A clamp bracket 12 is fixed to the stern plate 11A of the boat 11 as a bracket in the present invention, and a swivel bracket 14 is pivotally attached to the clamp bracket 12 via a tilt shaft 13 so as to be rotatable about a substantially horizontal axis. . A propulsion unit 15 is pivotally attached to the swivel bracket 14 so as to be rotatable around a steered shaft. An engine 16 is mounted above the propulsion unit 15, and a propeller 17 is provided below the propulsion unit 15. A cylinder device 18 as a trim device is interposed between the clamp bracket 12 and the swivel bracket 14. As shown in FIG. 2 described later, the cylinder device 18 is composed of a cylinder 19 which is pin-connected to the clamp bracket 12, and a piston rod 20 which is pin-connected to the swivel bracket 14.

FIG. 2 shows a drive circuit for the cylinder device 18. The inside of the cylinder 19 is formed by the piston 21 in the upper chamber 22 on the accommodation side of the piston rod 20 and the lower chamber on the non-accommodation side of the piston rod 20.
It is divided into 23 and. The piston 21 has an absorber valve.
24 and return valve 25 are installed side by side. A free piston 26 is arranged in the lower chamber 23. 27 is a hydraulic pump, and the hydraulic pump 27 is rotated only in one direction by an electric motor 28. 29 is a switching valve, and the switching valve 29 is a pump 27
Each of the conduit 30A connected to the discharge port and the conduit 30B connected to the reserve 31 is operated either by the down operation solenoid 32A or the up operation solenoid 32B to operate as either the lower chamber side conduit 33A or the upper chamber side conduit 33B. Crab can be selectively switched and connected. That is, at the time of the trim-up operation, the hydraulic oil discharged from the pump 27 is introduced into the lower chamber 23A of the cylinder device 18 and the hydraulic oil in the upper chamber 22 of the cylinder device 18 is returned to the reservoir 31 by the operation of the up-operation solenoid 32B. Is possible. On the other hand, during the trim down operation, the pump 27
It is possible to introduce the discharged working oil of the above into the upper chamber 22 of the cylinder device 18 and return the working oil of the lower chamber 23 of the cylinder device 18 to the reservoir 31. Reference numeral 34 is a relief valve, and 35 is a switching valve for manual operation. 36 is a flow control valve, which adjusts the speed during trim up operation or trim down.

Next, in FIG. 3, 39 is a control device, which is installed in the outboard motor 10. As shown in the figure of the control device 39, the A / M switch 40 is switched to the automatic mode, and the power trimming device 41 is driven and controlled based on the detection result of the ship speed sensor (installed on the ship 11) 37. It is possible. In addition,
The power trim device 41 includes the cylinder device 18, the hydraulic pump 27, the electric motor 28, the switching valve 29, the flow control valve 36, and the like.

Here, the control of the power trim device 41 by the control device 39 is executed as follows based on the control program written in the control device 39 as shown in FIG.

That is, after setting (step) the switching of the A / M changeover switch 40 to the automatic mode, the water pressure (cooling water pressure of the engine 16) P is measured in step, and this measurement result is used as the allowable small water pressure A (cooling of the engine). Minimum allowable water pressure required for).

If the comparison result of the step is P <A, the required water pressure is not secured, so after outputting the high-speed trim down signal (step), the process returns to the step and the water pressure P is measured again.

If the comparison result of the steps is P ≧ A, the necessary water pressure is secured, so the following step (a) is executed. In this step, any number less than or equal to 1 (0.
5) is memorized as B. Next, the ship speed sensor 37 measures the ship speed of the ship 11 (step), and the measurement result is stored as V ₁ (step. After that, a trim-up signal for trimming up at the speed of Bv ₀ is output. (Step), and in the step, the water pressure P is measured again, and this measurement result is compared with the allowable minimum water pressure A.

If the comparison result of the step is P <A, the required water pressure is not secured, so a high-speed trim down signal is output (step), and the process returns to the step.

When the step comparison result is P ≧ A, the required water pressure is secured, so
The ship speed of 11 is measured (step), the absolute value of the rate of change of ship speed is newly stored as B (step (b)), and compared with the measurement result of the ship speed at the step (step).

When the judgment result of the step is V = V ₁ , the propulsion unit
The trim angle of 15 is set to an optimum value that gives the boat 11 maximum speed. Then, with the execution of the step, the V is stored as a new V ₁ , and since B = 0, the trim operation is stopped, and after a lapse of a certain time, the process returns to the step.

Further, when the result of the determination of the stiff is V> V ₁ , the ship speed is in the direction of exhibiting the maximum speed in the current signal state, so the process returns to the step, and the up speed corresponding to the change in the ship speed is adjusted in the step. The up signal is continuously output.

Further, when the judgment result of the step is V <V ₁ , since the ship speed is moving away from the direction in which the maximum speed is exhibited in the current signal state, after this V is newly stored as V ₁ (step), ( Based on B already obtained in step b), a trim down signal for trimming down at the speed of Bv ₀ is output (step). After that, the ship speed V of the ship 11 is measured by the ship speed sensor 37 (step), the absolute value of the rate of change of the ship speed is newly stored as B (step (c)), and the ship speed at the step is measured. Compare with results (step).

When the judgment result of the step is V = V ₁ , the propulsion unit
The trim angle of 15 is set to an optimum value that gives the boat 11 maximum speed. As the step is executed,
It is stored as V ₁ and since B = 0, the process returns to the step after a lapse of a certain time while the trim operation is stopped.

Further, when the measurement result of the step is V> V ₁ , the boat speed is in the direction of exhibiting the maximum speed in the current signal state, so the process returns to the step and the down signal is continuously output.

Further, when the result of the step determination is V <V ₁ , the ship speed is moving away from the direction in which the maximum speed is exhibited in the current signal state, so the process returns to step and this V is newly added to V ₁
After that, a trim up signal for trimming up at the speed of Bv ₀ based on B already obtained in the step (c) is output (step).

As described above, the control device 39 can promptly set the trim angle to the optimum value that gives the maximum ship speed under all sailing conditions.

In this control program, B in step (a) can be arbitrarily set, and | 1−V ₁ / V | in step (b) is | 1.
It may be −V ₁ / V | ² .

In the drive circuit shown in FIG. 2, when the up or down speed of the trim angle is changed, the flow rate control valve 36 is provided in the conduit 30B.
Is provided to adjust the flow rate of the hydraulic oil, the flow rate adjusting valve 36a may be provided in the conduit 30A, or the rotation speed of the motor 28 may be adjusted.

Note that FIG. 5 is a control program corresponding to FIG. 4, and instead of directly measuring the ship speed, the engine speed (R, R ₁ ) of the engine 16 is measured, and the change in the ship speed is used as a substitute. It was done. The engine speed is determined by the balance between the engine output and the absorbed power of the propeller. Moreover, the absorption power of the propeller is the power consumed by pushing the external water entering the propeller from the front to the rear of the propeller. That is, as the engine output increases, the propeller rotation speed, that is, the engine rotation speed increases, the absorption power of the propeller increases, and the amount and speed of the external water pushed out to the rear of the propeller increases and the ship speed increases. Further, as the ship speed increases, the speed of the external water entering the propeller from the front also increases, so that at the same propeller rotation speed, the absorption power decreases, and the engine rotation speed increases. As can be seen from this, the higher the engine speed, the higher the ship speed. By adjusting the trim angle, in feedback control that obtains the maximum boat speed in any cruising state, the engine speed is used instead of the boat speed, and feedback control that obtains the maximum engine speed in any cruising state is also used. , The same effect as the feedback control that gives the optimum trim angle to obtain the maximum ship speed in any cruising state can be obtained.

As a result, not only when the ship speed changes due to the influence of disturbance but also when the throttle opening changes and the ship speed changes, it is necessary to obtain the optimum trim angle suitable for each ship speed. This is performed by performing feedback control that controls the trim angle to maximize the engine speed based on the engine speed, which is a substitute characteristic of speed, and increases the engine speed even during acceleration when the throttle opening is increased. Accordingly, it is possible to always follow the optimum trim angle, and the acceleration time can be shortened.

In this program, the value of C (> 0) in step (b) and step (c) can be arbitrarily set in advance by the setter 42 in FIG. Even if the hulls are the same, the hull weight may change depending on the loading condition,
In addition, different hulls equipped with this system have different ship shapes. When the weight of the hull and the hull shape are different, the responsiveness of the change of the ship speed corresponding to the changing speed of the trim angle or the engine speed, which is a substitute characteristic, changes. Therefore, it is possible to change the relationship of the changing speed of the trim angle based on the change of the engine speed, which is the ship speed or the substitute characteristic, and it is possible to compensate and reduce the change of the responsiveness.

FIG. 6 is a drive circuit of another outboard motor to which the present invention is applied. In this case, the cylinders 44 of the sub-cylinder devices 43 arranged on both sides of the cylinder device 18 are fixed to the clamp brackets 12 of the outboard motor 10 shown in FIG. The piston rod 45 of the sub-cylinder device 43 is capable of abutting against the swivel bracket 14 in a mutually separable state. Inside the cylinder 44, the piston rod 45
The piston 46 fixed to the end of the piston divides the upper chamber 47 on the piston rod 45 accommodation side and the lower chamber 48 on the piston rod 45 non-accommodation side.

49 is a hydraulic pump, this hydraulic pump 49 is an electric motor
It is possible to selectively rotate forward or reverse by 50. Reference numeral 51 is a reservoir. Reference numeral 52 is an oil supply passage, and this oil supply passage 52 enables transfer of hydraulic oil between the hydraulic pump 49 and the reservoir 51.

Further, 53 is an opening / closing device, and includes a shuttle piston 54, a first shuttle chamber 55A, a second shuttle chamber 55B, and a first check valve 56.
Equipped with a second check valve 56B. Here, the first check valve 56A can be opened by the oil feeding pressure supplied through the pipe 57A when the pump 49 is normally rotated, and the second check valve 56B is opened through the pipe 57B when the pump 49 is rotated in the reverse direction. It can be opened by the supplied oil pressure. Further, the shuttle piston 54 enables the second check valve 56B to be opened by the oil feed pressure by the normal rotation of the pump 49, and the first check valve 56A can be opened by the oil feed pressure by the reverse rotation of the pump 49.

The first shuttle chamber 55A of the opening / closing device 53 and the lower chamber 23 of the cylinder device 18 are connected to the tilt lower chamber side pipe line 5 including the first check valve 56A.
It is connected by 8A. Further, the second shuttle chamber 55B of the opening / closing device 53 and the upper chamber 22 of the cylinder device 18 can be communicated with each other by a tilt upper chamber side conduit 58B including a second check valve 56B.

Further, the first check valve 56A side of the opening / closing device 53 and the lower chamber 48 of the sub-cylinder device 43 are connected by a trim lower chamber side pipe line 59A through a part of the tilt lower chamber side pipe line 58A. . Further, the second shuttle chamber 55B of the opening / closing device 53 and the upper chamber 47 of the sub-cylinder device 43 are connected by a trim upper chamber side pipe line 59B.

Further, a tilt stop valve 60 is installed as a tilt stop means in the middle of the tilt upper chamber side conduit 59B.
The tilt stop valve 60 shuts off the conduction of the middle portion of the tilt upper chamber side conduit 58B by the application of the manual operation force, and the upper chamber 22 of the cylinder device 18 of the discharge pressure generated when the pump 49 operates in the reverse direction.
It is possible to prevent the contraction operation of the cylinder device 18 by eliminating the effect on the cylinder device 18.

At the middle portion of the trim upper chamber side conduit 59B, a pressure control valve 61,
The check valve 2 is interposed in parallel. The pressure control valve 61 is
From the second shuttle chamber 55B of the opening / closing device 53 to the sub-cylinder device 4
3 Allowing only the flow of hydraulic oil toward the upper chamber 47, the valve opening pressure is set to be higher than the valve opening pressure of the second check valve 56B,
The passage resistance of the trim upper chamber side conduit 59B against the reverse pressure discharge pressure of the hydraulic pump 49 is tilted to the same pressure.
It is larger than the passage resistance. Further, the check valve 62 is
Only the flow of hydraulic oil from the upper chamber 47 of the sub-cylinder device 43 toward the second shuttle chamber 55B of the opening / closing device 53 is allowed.

Reference numeral 63 is a check valve, and 64 is a relief valve having a valve opening pressure higher than that of the pressure control valve 61. Further, 65 is an up relief valve, 66 is a manual switching valve, and 67 is a check valve.

In the drive circuit shown in FIG. 6, when changing the up or down speed of the trim angle, the pipe lines 57A, 57B are used.
A flow rate control valve may be provided to adjust the flow rate of the hydraulic oil, or the rotation speed of the motor 50 may be adjusted.

FIG. 7 is a side view schematically showing an outboard motor 70 to which the present invention is applied. The inboard / outboard motor 70 includes a stern plate 71A of the ship 71.
The bracket 72 is fixed to. A steering bracket 74 is tiltably supported by the bracket 72 via a pin 73, and a propulsion unit 76 is steerably supported by the steering bracket 74 via a steering shaft 75. The propulsion unit 76 is capable of transmitting an engine output, which is arranged inside the ship 71, to a propeller 78 via a transmission shaft 77 and the like. 79 is a trim device. Trim device
The 79 includes a push rod 81 that is capable of advancing and retracting inside a housing 80 that is fixed to a bracket 72, and applies a rotational force to the head of the steering bracket 74 at the tip of the push rod 81. It is possible to add a predetermined trim angle to 76. Reference numeral 82 is an electric motor, and 83 is a worm gear driven by the electric motor 82. The push rod 81 is screwed with the worm gear 83, and the worm gear 83 is rotated to enable the forward / backward movement.
Reference numeral 84 is a water intake, 85 is a water pipe, and 86 is a water pressure sensor.

Due to the Pitot tube action of the water intake port 84, the water pressure sensor 86 also serves as a speed sensor. 100 is a cooling water pipe to the engine.

The inboard / outboard motor 70 can also carry out control based on the control programs shown in FIGS. 4 and 5, whereby the trim angle of the propulsion unit 76 can be varied under various sailing conditions. It is possible to automatically control the optimum angle that gives the maximum speed.

〔The invention's effect〕

Since the automatic trim angle adjusting device for a ship propulsion device according to the present invention is configured as described above, it can be operated under various conditions such as a change in the inclination of the ship and a change in the propeller thrust. The trim angle of the propulsion unit can be quickly and automatically controlled according to the rate of speed change to give the maximum speed by only detecting the change in the state quantity.

Therefore, if this device is used, it is easy to surely set the trim angle of the propulsion unit to a state in which the maximum speed is achieved quickly with a simple structure.

[Brief description of drawings]

1 is a side view showing an outboard motor to which the invention is applied, FIG. 2 is a circuit diagram showing a drive circuit of the outboard motor of FIG. 1, and FIG. 3 is an example of a control circuit of the invention. Circuit diagram, FIG. 4 is a flow chart showing an example of a control program in the present invention, FIG. 5 is another flow chart thereof, and FIG. 6 is a circuit diagram showing a modified example of a drive circuit of an outboard motor to which the present invention is applied. FIG. 7 is a side view showing a part of an inboard / outboard motor to which the present invention is applied. 11 …… Ship 12 …… Bracket (clamp bracket) 15 …… Propulsion unit 17 …… Propeller 36 …… Ship speed sensor 37 …… Trim device 38 …… Control device

Claims (1)

[Claims] 1. A bracket which can be fixed to a ship, and a propulsion unit which is supported so as to be tiltable with respect to the bracket.
A propeller that is attached to the bottom of the propulsion unit to generate thrust, a running condition detection means that is composed of an engine speed sensor or a ship speed sensor that detects the ship speed, and is inserted between the bracket and the propulsion unit to provide an up signal. Or a trim device for moving the propulsion unit up or down based on the down signal, and a change in the engine speed or the running state quantity of the ship speed sensed by the sensing means (I). When there is no change in the running state quantity, the up signal or down signal is stopped and the trim angle is maintained, (II). When the running state quantity decreases, either the up signal or the down signal, which is different from the current signal state, is output, and (III). When the running state quantity increases, either the up signal or the down signal, which is the same as the current signal state, is output, and (IV). A ship propulsion device having a control means for outputting a signal that makes the speed of up or down higher than the speed of up or down based on the current signal status as the change in the running state quantity becomes larger. Automatic trim angle adjustment device.