JPH02258498A - Steering gear for outboard motor - Google Patents
Steering gear for outboard motorInfo
- Publication number
- JPH02258498A JPH02258498A JP8242689A JP8242689A JPH02258498A JP H02258498 A JPH02258498 A JP H02258498A JP 8242689 A JP8242689 A JP 8242689A JP 8242689 A JP8242689 A JP 8242689A JP H02258498 A JPH02258498 A JP H02258498A
- Authority
- JP
- Japan
- Prior art keywords
- steering angle
- steering
- outboard motor
- spring
- restoring force
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 33
- 230000006835 compression Effects 0.000 description 10
- 238000007906 compression Methods 0.000 description 10
- 238000010586 diagram Methods 0.000 description 8
- 230000000694 effects Effects 0.000 description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 241000380131 Ammophila arenaria Species 0.000 description 2
- 241000218645 Cedrus Species 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000005489 elastic deformation Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
- F02B61/045—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers for marine engines
Landscapes
- Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Steering Devices For Bicycles And Motorcycles (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は、大舵角機構を備えた船外機の操舵装７Ｌに関
セる。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a steering device 7L for an outboard motor equipped with a large rudder angle mechanism.
従来の技術
従来の小型船舶の一般的な船外機の操舵装置は、キャビ
ンに設けられた舵輪とトランサムにスイヘルブラケット
を介して取り付けられた船外機とを、ケーブル、ガイド
ロッド、ティラーロッド、ティラー等からなる操舵力伝
達機構を介して連結してあり、舵輪の操作量に応じて船
外機が舵軸を中心とする所要の操舵角に操作されるよう
になっている（特開昭６０−１１３７９７号公報等参照
）。Conventional technology A typical outboard motor steering system for a conventional small boat consists of a steering wheel installed in the cabin, an outboard motor attached to the transom via a swivel bracket, and a cable, guide rod, and tiller rod. The outboard motor is connected via a steering force transmission mechanism consisting of a tiller, etc., and the outboard motor is operated to a required steering angle around the rudder shaft in accordance with the amount of operation of the steering wheel. (See Publication No. 60-113797, etc.).
発明が解決しようとする課題
しかしながら、このような従来の船外機の操舵装置にあ
っては、高速走行時においても自由に最大角まで操舵可
能な構造となっていたため、低速時と同一の操舵を行う
と操舵フィーリングが悪化するという問題点があった。Problems to be Solved by the Invention However, such conventional outboard motor steering systems have a structure that allows for free steering up to the maximum angle even when traveling at high speeds, so it is difficult to use the same steering system as when running at low speeds. There was a problem in that the steering feeling worsened when this was done.
本発明は、このような従来の問題点に着目してなされた
もので、その目的とするところは、大舵角域に移りつつ
あることを操舵者に感知させることにより、操舵角を最
適制御できる、船外機の操舵装置を提供しようとすると
ころにある。The present invention has been made by focusing on such conventional problems, and its purpose is to optimally control the steering angle by making the steering person sense that the steering angle is moving into the large steering angle region. We are trying to provide a steering system for outboard motors that is possible.
課題を解決するための手段
このため本発明は、大舵角機構を備えた船外機の操舵装
置において、船外機のスイーヘルブラケットと船外機本
体との間にバネ機構と、操舵に伴うバネ機構の運動径路
に位置して所定操舵角以上でバネ機構と当接してバネを
弾性変形させるストッパ機構とを設け、大舵角域におい
て前記バネ機構とストッパ機構との当接により舵角復元
力を急増穴させ、操舵者に大舵角域に入ったことを感知
させるようにした。Means for Solving the Problems Therefore, the present invention provides a steering device for an outboard motor equipped with a large steering angle mechanism, which includes a spring mechanism between the swivel bracket of the outboard motor and the outboard motor body, and a spring mechanism for steering. A stopper mechanism is provided that is located on the movement path of the accompanying spring mechanism and contacts the spring mechanism at a predetermined steering angle or more to elastically deform the spring. The restoring force was increased rapidly, and the helmsman was made to sense when the ship entered the large rudder angle range.
作用
大舵角域に入ると操舵復元力が急増穴するので、操舵者
が大舵角域に入ったことを感知できる。As the steering restoring force rapidly decreases when the steering wheel enters the large steering angle range, the helmer can sense that the steering wheel has entered the large steering angle range.
このため大舵角を自発的に控えることとなり、例えば船
速に応じて操舵角を最適制御できる。For this reason, the large rudder angle is voluntarily refrained from being used, and the steering angle can be optimally controlled depending on, for example, the ship's speed.
実施例
以下、本発明を図面に基づいて説明する。第１図及び第
２図は本発明の第１実施例を示す側面図及びその主要部
を示す平面図である。EXAMPLES Hereinafter, the present invention will be explained based on the drawings. 1 and 2 are a side view showing a first embodiment of the present invention and a plan view showing the main parts thereof.
まず構成を説明する。大舵角機構を持つ船外機ｌの船外
機本体２上部軸受３の両側に設けられたブラケット４に
、バネ機構であるリンク５の後端が各々ビン６にて回動
自由に連結されている。そして、これら２本のリンク５
，５の前端部は、弓張され張力を持たせた状態のバネ機
構である引張コイルバネ７で連結されている。First, the configuration will be explained. The rear ends of links 5, each of which is a spring mechanism, are rotatably connected by pins 6 to brackets 4 provided on both sides of the outboard motor main body 2 and upper bearing 3 of the outboard motor l having a large steering angle mechanism. ing. And these two links 5
, 5 are connected by a tension coil spring 7, which is a spring mechanism that is stretched and has tension.
従って、第１〜２図の状態でリンク５．５は潜在復元力
を持っている。Therefore, the link 5.5 has a potential resilience in the state of FIGS. 1-2.
また、スイーベルブラケット８の上面中心線９上にスト
ッパー機構１０が設けられている。なお、１１は舵軸、
Ｉ２はクランプブラケットである。Further, a stopper mechanism 10 is provided on the center line 9 of the upper surface of the swivel bracket 8. In addition, 11 is the rudder axle,
I2 is a clamp bracket.
次に作用を第３図乃至第５図を参照して説明する。先ず
、舵輪の舵角と舵角復元力との関係を第３図により説明
する。Next, the operation will be explained with reference to FIGS. 3 to 5. First, the relationship between the steering angle of the steering wheel and the steering angle restoring force will be explained with reference to FIG.
操舵角θ幻０〜３０° （以下小舵角域という）におい
て発生する舵角復元力（ｗ）は通常の船外機が推進中、
水中に没する部分における水流によって発生する舵角復
元力である。The steering angle restoring force (w) generated at a steering angle θ of 0 to 30° (hereinafter referred to as the small rudder angle region) is the same as when a normal outboard motor is propulsion.
This is the rudder angle restoring force generated by the water flow in the part submerged in water.
舵角が０勺３０°〜６０° （以下大舵角域という）の
大舵角域に入った時点（第４図参照）で、リンク５がス
トッパーＩＯに接触（当接）する。At the point when the steering angle enters a large steering angle range of 0 to 30° to 60° (hereinafter referred to as the large steering angle range) (see FIG. 4), the link 5 contacts (abuts) the stopper IO.
なお図は右旋回させる。方向に転舵した状態を示してい
る。このときの舵角復元力は引張コイルバネ７の持つ潜
在復元力のため、第３図に示す如く、Ｗから２まで急増
する。このため操舵者は急激に舵輪が重くなったように
感じ、大舵角域に入ったことが明確に分かる。The figure shows a right turn. This shows the state in which the vehicle has been steered in the following direction. At this time, the steering angle restoring force rapidly increases from W to 2, as shown in FIG. 3, due to the latent restoring force of the tension coil spring 7. As a result, the helmsman feels that the steering wheel suddenly becomes heavier, and it becomes clear that the steering wheel has entered the large steering angle range.
このあと、舵角増大と共に舵角復元力も最犬舵ｆＱ Ｏ
＝ ６０°になるまで増大しく第５図参照）、最終的に
最大舵角復元力Ｘとなる。After this, as the rudder angle increases, the rudder angle restoring force also increases to the maximum rudder fQ O
= 60° (see Fig. 5), and finally reaches the maximum rudder angle restoring force X.
次に操舵について説明する。操舵者は低速時には、大舵
角域においても必要に応じ舵軸の舵角復元力に逆って大
舵角をとり、大舵角による旋回をすることかできる。こ
の状態で舵輪から手をはなせば舵輪は急逆転して少なく
とも舵角θ＝３０゜までらどろ。Next, steering will be explained. At low speeds, the helmsman can take a large rudder angle against the rudder angle restoring force of the rudder shaft as needed even in a large rudder angle range, and make a turn using a large rudder angle. If you take your hands off the steering wheel in this state, the steering wheel will suddenly reverse and sluggish until at least the steering angle θ=30°.
高速時には、大舵角域に入ると直ちに舵輪の舵角復元力
の増大を手に感じるので、大舵角域への転舵を控える。At high speeds, as soon as the vehicle enters the large steering angle range, the steering angle restoring force of the steering wheels increases, so the driver refrains from turning the vehicle into the large steering angle range.
操舵者（ｉ、小舵角域と大舵角域との境界を明確に感知
できるので、感違いすることらなく、大舵角域への転舵
を控えることにより操舵フィーリングの悪化を避けるこ
とができ極めて安全である。Steerer (i) Since the boundary between the small steering angle area and the large steering angle area can be clearly sensed, there is no misunderstanding and avoids deterioration of the steering feeling by refraining from turning to the large steering angle area. It is extremely safe.
また、本発明装置は、従来の船外機に後付けすることが
でき、しかも部品点数も少なく構造が簡単であるので安
価という効果もある。Further, the device of the present invention can be retrofitted to a conventional outboard motor, and has the effect of being inexpensive because it has a small number of parts and a simple structure.
第６図及び第７図には、本発明の第２実施例を示す。こ
の実施例は船外機本体２のエンジンケーシング１３の下
面に設けられた支軸１４とスギ−ベルブラケット８上面
の中心線９上に設けられたストッパ機構である支軸１５
との間を、回転自由なバネ機構であるバネシリンダー１
６で連結したものである。6 and 7 show a second embodiment of the present invention. This embodiment includes a support shaft 14 provided on the lower surface of the engine casing 13 of the outboard motor main body 2 and a support shaft 15 which is a stopper mechanism provided on the center line 9 of the upper surface of the swivel bracket 8.
Spring cylinder 1, which is a spring mechanism that can rotate freely, is connected between
It is connected by 6.
バネシリンダー１６の詳細を第８図に示す。油の入って
いない筒部Ｉ７内のピストンロッド１８のまわりに圧縮
コイルバネ１９が、圧縮されて反発力を持った状態で封
入されている。筒部１７の一端２０にはスリット状の連
結孔２１が設けられており、ピストンロッド１８側の他
端部２２には円形の連結孔２３が設けられている。Details of the spring cylinder 16 are shown in FIG. A compression coil spring 19 is enclosed around the piston rod 18 in the oil-free cylinder portion I7 in a compressed state with a repulsive force. A slit-shaped connecting hole 21 is provided at one end 20 of the cylindrical portion 17, and a circular connecting hole 23 is provided at the other end 22 on the piston rod 18 side.
次に作用を説明する。第７図は舵角θ−０°の時のバネ
シリンダー１６の連結状態を示したものである。この状
態では、支軸１５はスリット状連紡孔２Ｉの左端にある
。第９図に示す如く、大舵角域に入った状態（０＝３０
°）で支軸１５はスリット状連結孔２１の右端となり相
互に当接する。Next, the effect will be explained. FIG. 7 shows the connected state of the spring cylinder 16 when the steering angle is θ-0°. In this state, the support shaft 15 is located at the left end of the slit-shaped continuous spinning hole 2I. As shown in Figure 9, the state has entered the large rudder angle region (0 = 30
°), the support shaft 15 becomes the right end of the slit-like connecting hole 21 and comes into contact with each other.
従って、本実施例による舵角と舵角復元力との関係は、
面記第１実施例で説明した第３図と同様となる。Therefore, the relationship between the steering angle and the steering angle restoring force according to this example is as follows:
It is similar to FIG. 3 described in the first embodiment.
即ち、小舵角域では、支軸１５はスリット状連結孔２１
の中を摺動するのみであり、圧縮コイルスプリング１９
による舵角復元力は発生しないが、大舵角域に入った直
後では、圧縮されていた圧縮コイルバネ１９の潜在反発
力による強い舵角復元力が発生する。そして以降舵角の
増加につれて、圧縮コイルバネ１９が、シリンダ２４に
よって圧縮され、舵角復元力が増大する（第１Ｏ図参照
）。That is, in the small steering angle region, the support shaft 15 is connected to the slit-shaped connecting hole 21.
It only slides inside the compression coil spring 19.
However, immediately after entering the large steering angle region, a strong steering angle restoring force is generated due to the latent repulsive force of the compressed compression coil spring 19. Thereafter, as the steering angle increases, the compression coil spring 19 is compressed by the cylinder 24, and the steering angle restoring force increases (see FIG. 1O).
本実施例によれば、第１実施例と同じ効果があり、更に
耐久性、信頼性の面で優れている。This embodiment has the same effects as the first embodiment, and is also superior in terms of durability and reliability.
第１．１図及び第１２図には、本発明の第３実施例を示
す。この実施例は、船外機本体２の上部軸受３の両側に
、萌後方向に配設されたバネ機構である板バネ２５の後
端部を固着し、スギ−ベルブラケット８上面の中心線９
上にストッパー機構ＩＯを設けたものである。1.1 and 12 show a third embodiment of the invention. In this embodiment, the rear ends of leaf springs 25, which are spring mechanisms arranged in the rear direction, are fixed to both sides of the upper bearing 3 of the outboard motor body 2, and the center line of the upper surface of the cedar bell bracket 8 is fixed. 9
A stopper mechanism IO is provided on the top.
次に作用を第１３図乃至第１５図により説明する。本実
施例による舵角復元力は第１３図に示した如くなる。Next, the operation will be explained with reference to FIGS. 13 to 15. The steering angle restoring force according to this embodiment is as shown in FIG.
即ち、小舵角域においては、第１実施例と同様に船外機
ｌが推進中水中に没する部分における水流によって発生
する舵角復元力が働く。That is, in the small rudder angle region, the rudder angle restoring force generated by the water flow in the portion of the outboard motor 1 that is submerged in water during propulsion acts as in the first embodiment.
大舵角域に入った時点（θ−３０°）で板バネ２５がス
トッパーｌＯに接触（当接）する（第１４図参照）。以
降舵角増大と共に板バネ２５がストッパーＩＯにより回
転を阻止されて弾性変形し湾曲する（第１５図参照）。When the steering angle reaches the large steering angle range (θ-30°), the leaf spring 25 comes into contact with the stopper IO (see FIG. 14). Thereafter, as the steering angle increases, the leaf spring 25 is prevented from rotating by the stopper IO, and is elastically deformed and curved (see FIG. 15).
板バネ２５の弾性変形は舵角復元力の増大をもたらす。The elastic deformation of the leaf spring 25 increases the steering angle restoring force.
このため、操舵者は大舵角域においては、速度の如何に
拘わらず舵角の増大とともに舵輪の舵角復元力が強くな
り舵輪が重く感じるので、大舵角域に入っていることを
感知することができる。Therefore, in the large steering angle range, the steering wheel's steering angle restoring force becomes stronger as the steering angle increases, regardless of the speed, and the steering wheel feels heavy, so the driver senses that the steering wheel is entering the large steering angle range. can do.
従って、高速時には大舵角域への転舵を控えることによ
り危険を避けることができる。Therefore, at high speeds, danger can be avoided by refraining from steering to a large steering angle range.
このように本実施例は前記した実施例と同様の効果を発
揮し、更に板バネのみであるので構造が極めて簡単で、
安価である。As described above, this embodiment exhibits the same effects as the above-mentioned embodiment, and furthermore, since it only uses a leaf spring, the structure is extremely simple.
It's cheap.
第１６図及び第１７図には、本発明の第４実施例を示す
。この実施例は、ストッパー機構とバネ機構を一体とし
たもので、両端を各々船外機本体２側の支軸２６と、ス
ギ−ベルブラケット８側の支軸２７とに支えられた、油
圧で作動される左右２本の操舵シリンダ２８．２８を設
け、該操作シリンダの筒部２９中の、ピストンロッド３
０のまわりに、圧縮コイルバネ３１を封入したものであ
る。この圧縮コイルバネ３１の自由長は舵角θ−３０°
においてピストン３２が該圧縮コイルバネ３１に接触す
るようになっている（第１８図参照）。16 and 17 show a fourth embodiment of the present invention. In this embodiment, a stopper mechanism and a spring mechanism are integrated, and both ends are supported by a support shaft 26 on the outboard motor body 2 side and a support shaft 27 on the cedar bell bracket 8 side, respectively. There are two left and right steering cylinders 28, 28 to be operated, and the piston rod 3 in the cylindrical portion 29 of the operating cylinders is provided.
A compression coil spring 31 is enclosed around 0. The free length of this compression coil spring 31 is the steering angle θ-30°
At this point, the piston 32 comes into contact with the compression coil spring 31 (see FIG. 18).
従って第１７図に図示する如くθ＝θ″″においてはピ
ストン３２と圧縮コイルバネ３１との間にはｄの隙間が
ある。Therefore, as shown in FIG. 17, when θ=θ″, there is a gap d between the piston 32 and the compression coil spring 31.
大舵角域に入ると、圧縮コイルバネ３Ｉは圧縮され舵角
復元力は増大する（第１９図参照）。従って本実施例に
おける舵角と舵角復元力との関係は、前記した第３図実
施例で説明した第１３図と同様になるので、同様の作用
効果を有する。When entering the large steering angle region, the compression coil spring 3I is compressed and the steering angle restoring force increases (see FIG. 19). Therefore, the relationship between the steering angle and the steering angle restoring force in this embodiment is the same as that in FIG. 13 explained in connection with the embodiment in FIG. 3, so that it has the same effect.
なお第１８〜１９図は船を右旋回させる方向に転舵した
状態で、左側の操舵シリンダー２８のみに舵角復元力が
発生しているが、左旋回の場合には左右逆となる。Note that FIGS. 18 and 19 show a state in which the ship is turned in the direction of turning to the right, and the steering angle restoring force is generated only in the left steering cylinder 28, but in the case of turning to the left, the left and right sides are reversed.
第２０図及び第２１図には、本発明の第５実施例を示す
。本実施例は、スイーベルブラケット８の後面３３両舷
に板バネ３４の下部を固着し船外機本体２の曲面３６を
ストッパ機構としたものである。20 and 21 show a fifth embodiment of the present invention. In this embodiment, the lower part of the leaf spring 34 is fixed to both sides of the rear surface 33 of the swivel bracket 8, and the curved surface 36 of the outboard motor body 2 is used as a stopper mechanism.
大舵角域に入ると、船外機本体２のハウジング３５の前
面３６が、板バネ３４の上端部に接触しく第２２図参照
）、以降舵角の増加につれて板バネ３４を変形させる（
第２３図参照）ことにより、舵角復元力が発生する。When entering the large rudder angle range, the front surface 36 of the housing 35 of the outboard motor main body 2 comes into contact with the upper end of the leaf spring 34 (see FIG. 22), and thereafter deforms the leaf spring 34 as the rudder angle increases (see FIG. 22).
(see FIG. 23), a steering angle restoring force is generated.
本実施例によれば、第３〜第４実施例と同様な効果が得
られ、更に極めて簡単な構造であるので、後付は容易に
して極めて安価という効果がある。According to this embodiment, the same effects as those of the third and fourth embodiments can be obtained, and since the structure is extremely simple, retrofitting is easy and the cost is extremely low.
第２４図及び第２５図には、本発明の第６実施例を示す
。この実施例は、船外機本体２のエンジンケーシング２
１下面に設けた支軸３７とスイーベルブラケット８上面
中心線９上に設けた支軸との間を、引張コイルバネ３９
で連結したものである。24 and 25 show a sixth embodiment of the present invention. In this embodiment, the engine casing 2 of the outboard motor body 2
A tension coil spring 39 is connected between the support shaft 37 provided on the lower surface of the swivel bracket 8 and the support shaft provided on the center line 9 of the upper surface of the swivel bracket 8.
It is connected by .
本実施例においては、第２６図に示ず如く常時引張コイ
ルバネ３９による張力が作用しているので、小舵角域に
おいても引張コイルバネ３９により舵角復元力が漸増す
るが、大舵角域に入る（第２７図参照）前後以降の大舵
角域（第２８図参照）における舵角復元力の漸増が急激
となるように設定しである。このため、高速時に大舵角
となることを、極めて単純な構造で避けることができる
。In this embodiment, as shown in FIG. 26, the tension by the tension coil spring 39 is constantly acting, so even in a small steering angle range, the tension coil spring 39 gradually increases the steering angle restoring force, but in a large steering angle range, The steering angle restoring force is set so that the gradual increase in the rudder angle restoring force in the large rudder angle region (see Fig. 28) before and after entering (see Fig. 27) becomes rapid. Therefore, a large steering angle at high speeds can be avoided with an extremely simple structure.
発明の詳細
な説明してきたように構成されているので本発明は以下
に記載する効果を奏する。Since the present invention is constructed as described in the detailed description of the invention, the present invention achieves the effects described below.
小舵角域から大舵角域に移るとき、操舵者が舵輪の舵角
復元力の増大により、大舵角域に移りつつあることを感
知できるので、低速時には、必要に応じ舵輪の舵角復元
力に逆って大舵角をとり、大舵角による旋回が可能であ
る。また、高速時には大舵角を自発的に控えることによ
り、大蛇角をとったために起こる操作フィーリングの悪
化を避することができ、安全に寄与する所大である。When moving from a small rudder angle range to a large rudder angle range, the helmsman can sense that the steering angle is moving to a large rudder angle range due to an increase in the rudder angle restoring force of the helm, so at low speeds, the helm can adjust the rudder angle as necessary. It is possible to take a large rudder angle against the restoring force and turn with a large rudder angle. Furthermore, by voluntarily refraining from using large steering angles at high speeds, it is possible to avoid deterioration in the operating feeling that would otherwise occur due to large steering angles, which greatly contributes to safety.
第１図は本発明の第１実施例を示す側面図、第２図は第
１図に示す第１実施例の主要部を示す平面図、第３図は
第１実施例の舵角と舵角復元力との関係を示す図、第４
図及び第５図は大舵角状態における操舵状態を示す説明
図、第６図は本発明の第２実施例を示す側面図、第７図
は第６図に示す第２実施例の主要部分を示す平面図、第
８図はバネシリンダー拡大断面図、第９図及び第１０図
は大舵角域における操舵状態を示す説明図、第１！図は
本発明の第３実施例を示す断面図、第１２図は第１！図
に示す第３実施例の主要部分を示す平面図、第１３図は
第３実施例の舵角と舵角復元力との関係を示す図、第１
４図及び第１５図は大舵角域における操舵状態を示す説
明図、第１６図は本発明の第４実施例を示す側面図、第
１７図は第１６図に示す第４実施例の主要部分を示す平
面図、第１８図及び第１９図は大舵角域における操舵状
態を示す説明図、第２０図は本発明の第５実施例を示す
側面図、第２１図は第２０図に示す第５実施例の主要部
分を示す平面図、第２２・図及び第２３図は大舵角域に
おける操舵状態を示す説明図、第２４図は本発明の第６
実施例を示す側面図、第２５図は第２４図に示す第６実
施例の主要部を示す弔面図、第２６図は第６実施例の舵
角と舵角復元力との関係を示す図、第２７図及び第２８
図は大舵角域における操舵状態を示す説明図である。
ｌ・・船外機、２・・船外機本体、３・・上部軸受、５
・・・リンク、６ ・ピン、７・・・引張コイルバネ、
８・・・スイーベルブラケット、１０・・・ストッパー
ｌＩ・・・舵軸、１３・・エンジンケーンング、１４
．１５・・・支軸、＋６・・・バネシリンダー ＋９・
・・ＵＥ縮ココイルバネ２１・・・スリット状連結孔、
２４ ・シリンダー ２５・・・板バネ、２６．２７・
・・支軸、２８操舵シリング−３１・・圧縮コイルバネ
、３２・・シリンダー ３４・・板バネ、３７．３８・
・・支紺１１３９・・・コイルバネ。
第３図
一一旧角（ｅ）
第４
図
第５
図
第８図
、１６
第９図
第１０図
第１８図
第１９図
第１３図
□舵角（θ）
第１４図
第２２図
第２６図
□舵４ｔ（ｅ）
第２７図Fig. 1 is a side view showing a first embodiment of the present invention, Fig. 2 is a plan view showing main parts of the first embodiment shown in Fig. 1, and Fig. 3 is a rudder angle and a rudder of the first embodiment. Diagram showing the relationship with angular restoring force, 4th
5 and 5 are explanatory diagrams showing the steering state in a large steering angle state, FIG. 6 is a side view showing the second embodiment of the present invention, and FIG. 7 is the main part of the second embodiment shown in FIG. 6. 8 is an enlarged sectional view of the spring cylinder, FIGS. 9 and 10 are explanatory diagrams showing the steering state in a large steering angle region, and 1st! The figure is a sectional view showing the third embodiment of the present invention, and FIG. 12 is the first embodiment! FIG. 13 is a plan view showing the main parts of the third embodiment shown in FIG.
4 and 15 are explanatory diagrams showing the steering state in a large steering angle region, FIG. 16 is a side view showing the fourth embodiment of the present invention, and FIG. 17 is a main view of the fourth embodiment shown in FIG. 16. 18 and 19 are explanatory diagrams showing the steering state in a large rudder angle region, FIG. 20 is a side view showing the fifth embodiment of the present invention, and FIG. FIGS. 22, 23 and 23 are explanatory diagrams showing the steering state in a large steering angle region, and FIG. 24 is a plan view showing the main parts of the fifth embodiment of the present invention.
FIG. 25 is a side view showing the embodiment; FIG. 25 is a front view showing the main parts of the sixth embodiment shown in FIG. 24; FIG. 26 is a diagram showing the relationship between the rudder angle and the rudder angle restoring force of the sixth embodiment. Figures 27 and 28
The figure is an explanatory diagram showing a steering state in a large steering angle region. l...outboard motor, 2...outboard motor body, 3...upper bearing, 5
...Link, 6 ・Pin, 7...Tension coil spring,
8... Swivel bracket, 10... Stopper lI... Rudder shaft, 13... Engine caning, 14
．． 15... Support shaft, +6... Spring cylinder +9.
... UE compressed coil spring 21 ... slit-shaped connection hole,
24・Cylinder 25...Plate spring, 26.27・
・・Support shaft, 28 Steering Schilling-31・・Compression coil spring, 32・・Cylinder 34・・Plate spring, 37.38・
... Shikon Blue 1139... Coil spring. Fig. 3 - Old angle (e) Fig. 4 Fig. 5 Fig. 8, 16 Fig. 9 Fig. 10 Fig. 18 Fig. 19 Fig. 13 □ Rudder angle (θ) Fig. 14 Fig. 22 Fig. 26 Figure □ Rudder 4t (e) Figure 27
Claims (1)
船外機のスイーベルブラケットと船外機本体との間にバ
ネ機構と、操舵に伴うバネ機構の運動径路に位置して所
定舵角以上で該バネ機構と当接してバネを弾性変形させ
るストッパ機構とを設け、大操舵角域において前記バネ
機構とストッパ機構との当接により舵角復元力を急増加
させ操舵者に大舵角域に入ったことを感知させるように
したことを特徴とする船外機の操舵装置。(1) In an outboard motor steering system equipped with a large rudder angle mechanism,
A spring mechanism is provided between the swivel bracket of the outboard motor and the outboard motor body, and a stopper mechanism is located on the movement path of the spring mechanism associated with steering and comes into contact with the spring mechanism at a predetermined steering angle or more to elastically deform the spring. The steering angle restoring force is rapidly increased by contact between the spring mechanism and the stopper mechanism in the large steering angle range, and the helmer is made to sense that the steering angle has entered the large steering angle range. Outboard motor steering system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8242689A JPH02258498A (en) | 1989-03-31 | 1989-03-31 | Steering gear for outboard motor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8242689A JPH02258498A (en) | 1989-03-31 | 1989-03-31 | Steering gear for outboard motor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02258498A true JPH02258498A (en) | 1990-10-19 |
Family
ID=13774260
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8242689A Pending JPH02258498A (en) | 1989-03-31 | 1989-03-31 | Steering gear for outboard motor |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02258498A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008126775A (en) * | 2006-11-17 | 2008-06-05 | Yamaha Marine Co Ltd | Rudder turning device for vessel and vessel |
-
1989
- 1989-03-31 JP JP8242689A patent/JPH02258498A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008126775A (en) * | 2006-11-17 | 2008-06-05 | Yamaha Marine Co Ltd | Rudder turning device for vessel and vessel |
| US8162706B2 (en) | 2006-11-17 | 2012-04-24 | Yamaha Hatsudoki Kabushiki Kaisha | Watercraft steering system, and watercraft |
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