JP3715966B2 - Outboard motor shift change device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a shift change device (transmission) for an outboard motor.
[0002]
[Prior art]
Generally, in a shift change device for an outboard motor, a shift rod having a cam at the tip is driven in the axial direction (vertical direction) to slide the shift slider, and the clutch is moved forward or backward from a neutral position. A shift change is performed by engaging any of the above.
[0003]
Alternatively, at the tip of the shift rod, a rod pin is provided at a position eccentric from the central axis, and the movement of the rod pin caused by rotating the shift rod (that is, the movement locus is an arc whose radius is the eccentric amount of the rod pin). The shift change is performed by sliding the shift slider.
[0004]
In the shift change device described above, when the shift rod is driven manually, the operation feeling is not good due to a heavy operation load. For this reason, conventionally, an actuator is arranged outside the outboard motor, specifically on the hull, and connected to the shift rod inside the outboard motor via a cable and a link mechanism. It has been proposed to power assist the change (see, for example, Patent Document 1).
[0005]
[Patent Document 1]
Japanese Patent Laid-Open No. 4-95598 (FIG. 1 etc.)
[0006]
[Problems to be solved by the invention]
However, in the above-described conventional technology, the actuator is arranged on the hull and connected to the shift rod inside the outboard motor via the cable and the link mechanism, so the configuration becomes complicated, and the number of parts and the weight increase. In addition, there is a problem that a space for mounting the actuator on the hull is required.
[0007]
Therefore, the object of the present invention is to solve the above-mentioned problems and improve the operation feeling by using an actuator as a drive source of the shift rod, while simplifying the connection configuration of the shift rod and the actuator and increasing the number of parts and weight. An object of the present invention is to provide a shift change device for an outboard motor that suppresses and does not impair the space of the hull.
[0008]
[Means for Solving the Problems]
In order to solve the above-mentioned object, the present invention provides a method according to claim 1, wherein the internal combustion engine is mounted and the shift rod is rotated to engage the clutch from the neutral position to either the forward gear or the reverse gear. In the shift change device for an outboard motor that performs a shift change and transmits the output of the internal combustion engine to a propeller to advance or reverse the hull, the electric motor that rotates the shift rod and the output of the electric motor are decelerated. A reduction gear that transmits to the shift rod and a rotation angle sensor that detects a rotation angle of the shift rod, and the electric motor, the reduction gear, and the rotation angle sensor are integrated into a unit, The unit was configured to be disposed on the mount frame located on the upper part of the shift rod.
[0009]
As described above, the shift rod is rotated by the electric motor, and the electric motor, the reduction gear that decelerates the output of the electric motor and transmits the output to the shift rod, and the rotation angle sensor that detects the rotation angle of the shift rod. Are integrated into a unit, and the unit is arranged on the mount frame located above the shift rod, so that the operation load is lighter than the manual operation of the shift rod and the operation feeling is reduced. Can be improved. Furthermore, since the connection configuration of the shift rod and the actuator can be simplified as compared with the case where the actuator is arranged on the hull, an increase in the number of parts and weight can be suppressed and the space of the hull is not impaired.
[0010]
The shift lever position sensor for detecting whether the shift lever disposed on the hull is in a neutral position, a forward position or a reverse position, and the detected shift rod. Based on the rotation angle and the position of the shift lever, the electric motor so that the rotation angle of the shift rod becomes a target rotation angle required to engage the clutch with either the forward gear or the reverse gear. Shift control means for performing feedback control of the driving is provided.
[0011]
In this way, the rotation angle of the shift rod and the position of the shift lever are detected, and based on the detected value, the rotation angle of the shift rod is a target necessary for engaging the clutch with either the forward gear or the reverse gear. Since the drive of the electric motor is feedback controlled so that the rotation angle is obtained, the shift change can be performed reliably.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an outboard motor shift change device according to an embodiment of the present invention will be described with reference to the accompanying drawings.
[0013]
FIG. 1 is a schematic view generally showing the shift change device of the outboard motor, and FIG. 2 is a partially explanatory side view of FIG.
[0014]
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 includes a hull (ship) through a swivel case 12 in which a swivel shaft and a shift rod (both will be described later) are rotatably accommodated, and a stern bracket 14 to which the swivel case 12 is connected. ) It is attached to the rear end of 16 so as to be steerable about the gravity axis and the horizontal axis.
[0015]
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.
[0016]
In addition, the outboard motor 10 includes a propeller 24 and a ladder 26 provided in the vicinity thereof. The propeller 24 receives power from the engine 18 via a crankshaft, a drive shaft, a gear mechanism, and a shift mechanism (not shown), and moves the hull 16 forward or backward.
[0017]
As shown in FIG. 1, a steering wheel 28 is disposed near the cockpit of the hull 16. A steering angle sensor 30 is disposed in the vicinity of the steering wheel 28, and outputs a signal corresponding to the steering (operation) amount of the steering wheel 28 input by the operator. A throttle lever 32 is disposed on the right side of the cockpit, and a throttle lever position sensor 34 is disposed in the vicinity thereof, and outputs a signal corresponding to the position of the throttle lever 32 operated by the driver.
[0018]
A shift lever 36 is disposed at a position adjacent to the throttle lever 32, and a shift lever position sensor 38 is disposed in the vicinity thereof. Specifically, the position of the shift lever 36 operated (shifted) by the operator, specifically, A signal corresponding to any one of neutral, forward and reverse is output.
[0019]
Further, a power tilt switch 40 for adjusting the tilt angle of the outboard motor 10 and a power trim switch 42 for adjusting the trim angle are arranged in the vicinity of the cockpit, and the tilt input by the driver is increased.・ Outputs signals according to down / trim up / down instructions. The outputs of the steering angle sensor 30, throttle lever position sensor 34, shift lever position sensor 38, power tilt switch 40 and power trim switch 42 are sent to the ECU 22 via signal lines 30L, 34L, 38L, 40L and 42L, respectively. It is done.
[0020]
Further, a rotation angle sensor 44 (shown in FIG. 2) is arranged on the upper part of the shift rod described later, and outputs a signal corresponding to the rotation angle of the shift rod. The output of the rotation angle sensor 44 is sent to the ECU 22 via the signal line 44L.
[0021]
Further, in the vicinity of the swivel case 12 and the stern bracket 14, an actuator for steering, specifically, an electric motor 46 (hereinafter referred to as “steering electric motor”), and a known tilt angle and trim angle adjustment are known. Power tilt trim unit 48 is disposed and connected to ECU 22 via signal lines 46L and 48L, respectively. Further, a shift change actuator for rotating the shift rod, specifically, an electric motor 50 (hereinafter referred to as “shift electric motor”) is disposed inside the engine case 20 via a signal line 50L. Connected to the ECU 22.
[0022]
The ECU 22 drives the electric motor 46 for steering to steer the outboard motor 10 based on the outputs of the sensors and switches described above, and operates the power tilt trim unit 48 to operate the tilt angle and trim of the outboard motor 10. Adjust the angle. The shift electric motor 50 is driven to perform a shift change, and a throttle valve opening / closing electric motor (not shown) is driven to adjust the rotational speed of the engine 18.
[0023]
FIG. 3 is an explanatory side view showing FIG. 2 in an enlarged manner. In FIG. 3, a part of the drawing is shown in cross section.
[0024]
As shown in FIG. 3, the power tilt trim unit 48 includes one hydraulic cylinder 48a for tilt angle adjustment (hereinafter referred to as “tilt hydraulic cylinder”) and two trim angles (only one appears in the figure). An adjustment hydraulic cylinder (hereinafter referred to as “trim hydraulic cylinder”) 48b is integrally provided.
[0025]
The tilt hydraulic cylinder 48 a is fixed to the stern bracket 14 and attached to the hull 16, and the rod head of the piston rod is brought into contact with the swivel case 12. The trim hydraulic cylinder 48b 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.
[0026]
The swivel case 12 is connected to the stern bracket 14 via the tilting shaft 52. In other words, the swivel case 12 is connected to the hull 16 so as to be relatively angularly displaceable around the tilting shaft 52. The swivel case 12 houses a swivel shaft 54 so as to be rotatable. The swivel shaft 54 has an upper end fixed to the mount frame 56 and a lower end fixed to a lower mount center housing (not shown). The mount frame 56 and the lower mount center housing are each fixed to a frame on which the engine 18 and the like are placed.
[0027]
Further, the above-described steering electric motor 46 and a gear box 60 that decelerates the output (rotational output) of the steering electric motor 46 are fixed to the upper part of the swivel case 12. The gear box 60 has an input side connected to the output shaft of the steering electric motor 46 and an output side connected to the mount frame 56. That is, the mount frame 56 is rotated by the rotation output of the steering electric motor 46, whereby the horizontal steering of the outboard motor 10 is power-assisted, and the propeller 24 and the ladder 26 are steered. Note that the total amount of steering angle of the outboard motor 10 is 60 degrees in total, 30 degrees to the left and 30 degrees to the right.
[0028]
Further, the output of the engine 18 (not shown in FIG. 3) is transmitted to the propeller shaft 74 housed in the gear case 72 via the crankshaft (not shown) and the drive shaft 70, and the propeller fixed thereto. 24 is rotated. The gear case 72 is integrally provided with the ladder 26 described above.
[0029]
FIG. 4 is an enlarged sectional view showing the gear case 72. Hereinafter, the transmission of power to the propeller shaft 74 will be described in detail with reference to FIG.
[0030]
As shown in the figure, on the outer periphery of the propeller shaft 74, a forward gear 76F and a reverse gear 76B are disposed that mesh with the drive gear 70a fixed to the lower end of the drive shaft 70 and rotate in opposite directions. A clutch 78 that rotates integrally with the propeller shaft 74 is provided between the forward gear 76F and the reverse gear 76B.
[0031]
A shift rod 80 is rotatably accommodated in the gear case 72, and a rod pin 82 is provided on the bottom surface of the end of the shift rod 80 at a position eccentric from the central axis.
[0032]
The rod pin 82 is inserted into the recess 84 a of the shift slider 84 disposed below the shift rod 80. The shift slider 84 is slidably disposed on the extension axis of the propeller shaft 74 and the clutch 78, and is connected to the clutch 78 via a spring 86.
[0033]
5 to 7 show the rotation angle of the rod pin 80 at the neutral (neutral), forward and reverse shift positions.
[0034]
As shown in FIG. 5 to FIG. 7, by rotating the shift rod 80, the rod pin 82 draws an arcuate movement trajectory with the eccentric amount from the central axis 80 c of the shift rod 80 as a radius. That is, when the shift rod 80 is rotated, the rod pin 82 is displaced in the sliding direction of the shift slider 84 (that is, in the extension axis SS direction of the shift slider 84). As a result, the shift slider 84 is slid through the recess 84a, and the clutch 78 is engaged with either the forward gear 76F or the reverse gear 76B, or is set to a neutral position that is not engaged with either of them. .
[0035]
Specifically, as shown in FIG. 5, the line connecting the center axis 80 c of the shift rod 80 and the rod pin 82 is orthogonal to the extension axis SS of the shift slider 84 in the neutral position. The rotation angle of the shift rod 80 at this time is set to zero degrees. When the rotation angle of the shift rod 80 is zero degree, the clutch 78 is not engaged with either the forward gear 76F or the reverse gear 76B.
[0036]
On the other hand, as shown in FIG. 6, the shift rod 80 is rotated 90 degrees clockwise from the neutral position in the top view, in other words, the shift rod 80 is rotated and the rod pin 82 is placed on the extension axis SS. By positioning, the rod pin 82 is displaced by the same amount as the eccentric amount in the direction of the extension axis SS. As a result, the shift slider 84 is slid toward the forward gear 76F in the direction of the extension axis SS via the recess 84a, and the clutch 78 is engaged with the forward gear 76F.
[0037]
This also applies to the backward movement, and as shown in FIG. 7, the shift rod 80 is rotated 90 degrees counterclockwise from the neutral position and the rod pin 82 is positioned on the extension axis SS, as shown in FIG. 84 is slid toward the reverse gear 76B in the direction of the extension axis SS, and the clutch 78 is engaged with the reverse gear 76B.
[0038]
That is, the rotation angle of the shift rod 80 required for the clutch 78 to engage with the gears 76F and 76B is set to be approximately ± 90 degrees when the neutral position of the rod pin 82 is zero degrees. . In other words, the rotation angle of the shift rod 80 is set to 180 degrees starting from the extension axis SS of the shift slider 84 and ending on the extension axis SS, and when in-gear (the clutch 78 is the forward gear 76F or When engaged with one of the reverse gears 76B), the shift slider 84, the rod pin 82, and the central axis 80c of the shift rod are set to be arranged on the same straight line. For this reason, the reaction force from the shift slider 84 that attempts to return to the neutral position is not converted into torque that causes the shift rod 80 to rotate, and thus a mechanism for maintaining the rotation angle of the shift rod 80 during in-gear. Can be eliminated, and the configuration can be simplified.
[0039]
Returning to the description of FIG. 3, the shift rod 80 passes through the gear case 72 and the swivel case 12 (specifically, the internal space of the swivel shaft 50 accommodated therein) as shown in the figure, and the upper end thereof is the engine cover. 20 inside. The above-described mount frame 56 is positioned above the shift rod 80, and a unit 90 integrally provided with the shift electric motor 50, a reduction gear, a sensor (described later), and the like is disposed on the mount frame 56.
[0040]
8 is a cross-sectional view taken along the line VIII-VIII in FIG. 3, and FIG. 9 is an explanatory diagram (partial perspective view) showing the unit 90 shown in FIG. 8 in an enlarged manner. FIG. 10 is a sectional view taken along line XX of FIG.
[0041]
As shown in FIGS. 3 and 8 to 10, the unit 90 includes a shift electric motor 50, a reduction gear mechanism 92 that reduces the output (rotation output), and the rotation of the output shaft 92 os of the reduction gear mechanism 92. A rotation angle sensor 94 that detects a corner is integrally formed, and is detachably fixed on the mount frame 56 via a plurality of bolts inside the engine cover 20. The shift electric motor 50 is connected to the ECU 22 via a harness 96 (shown in FIGS. 8 and 10).
[0042]
As well shown in FIGS. 9 and 10, a motor side gear 50a is fixed to the output shaft 50os of the shift electric motor 50, and the motor side gear 50a has a larger diameter (that is, a larger number of teeth) than that. 1 reduction gear 92a.
[0043]
A second reduction gear 92b having a smaller diameter (that is, having a smaller number of teeth) is coaxially fixed to the first reduction gear 92a, and the second reduction gear 92b is a first reduction gear 92b having a larger diameter. 3 reduction gear 92c. A fourth reduction gear 92d having a smaller diameter is fixed on the same axis as the third reduction gear 92c.
[0044]
A fifth reduction gear 92e having a diameter larger than that of the fourth reduction gear 92d is fixed to the output shaft 92os of the reduction gear mechanism 92 described above, and the fourth reduction gear 92d is engaged therewith.
[0045]
As shown in FIG. 10, the output shaft side gear 92 f is fixed near the lower end of the output shaft 92 os of the reduction gear mechanism 92. The output shaft side gear 92 f is engaged with a shift rod side gear 80 a fixed near the upper end of the shift rod 80, whereby the output of the shift electric motor 50 is decelerated and transmitted to the shift rod 80. That is, the shift change of the outboard motor 10 is power-assisted by the rotational output of the shift electric motor 50. Accordingly, the operation load is lighter than that of manually driving the shift rod, and the operation feeling can be improved.
[0046]
The rotation angle sensor 94 is disposed immediately above the output shaft 92os of the reduction gear mechanism 92. The rotation angle sensor 94 is connected to the ECU 22 via a connector 94a and a harness (not shown), and outputs a signal corresponding to the rotation angle of the output shaft 92os, in other words, the rotation angle of the shift rod 80.
[0047]
The ECU 22 detects the position (either neutral, forward or reverse) of the shift lever 36 operated (shifted) by the driver based on the signal sent from the shift lever position sensor 38, and based on the detected shift position. Then, the shift electric motor 50 is driven to perform a shift change. At this time, the ECU 22 feedback-controls the drive of the shift electric motor 50 based on the output indicating the rotation angle of the shift rod 80 sent from the rotation angle sensor 94.
[0048]
Specifically, when the shift lever 36 is in the neutral position, the target value (target rotation angle) of the shift rod 80 is set to the aforementioned zero degree, and the target value and the detected value (current The shift electric motor 50 is driven in such a direction that the deviation of the rotation angle of the shift rod 80 becomes zero. When the shift lever 36 is in a position indicating forward movement, the target value is set to 90 degrees, and similarly, the shift electric motor 50 is driven in such a direction that the deviation between the target value and the detected value becomes zero. When the shift lever 36 is in the position indicating reverse, the target value is set to -90 degrees, and similarly, the shift electric motor 50 is driven in such a direction that the deviation between the target value and the current value becomes zero.
[0049]
That is, the ECU 22 is required for the rotation angle of the shift rod 80 to engage the clutch 78 with either the forward gear 76F or the reverse gear 76B based on the outputs of the shift lever position sensor 38 and the rotation angle sensor 94. Feedback control is performed so that a desired target rotation angle is obtained. Thereby, a shift change can be performed reliably.
[0050]
As described above, in the shift change device for an outboard motor according to this embodiment, the shift rod 80 is rotated by the shift electric motor 50, so that the shift change of the outboard motor 10 is power-assisted. Since it comprised, the operation load becomes lightweight compared with the drive of the shift rod by manual operation, and an operation feeling can be improved.
[0051]
Also, the shift electric motor 50 that rotates the shift rod 80, and the reduction gear mechanism 92 (first to fifth gears 92a, 92b, 92c, and the like) that decelerates the output (rotational output) and transmits it to the shift rod 80. 92d and 92e, the output shaft side gear 92f and the output shaft 92os) and the rotation angle sensor 94 for detecting the rotation angle of the shift rod 80 are integrated into a unit 90, and the unit 90 is positioned above the shift rod 80. Since the distance between the shift rod 80 and the actuator (shift electric motor 50) is shorter than when the actuator for driving the shift rod is disposed on the hull, the distance between the mount rod 56 and the actuator (shift electric motor 50) is reduced. Therefore, the increase in the number of parts and the weight can be suppressed, and the space of the hull 16 can be reduced. There is no prejudice to the nest.
[0052]
Further, the rotation angle of the shift rod 80 and the position (shift position) of the shift lever 36 are detected. Based on the detected value, the rotation angle of the shift rod 80 changes the clutch 78 to either the forward gear 76F or the reverse gear 76B. Since the feedback control is performed so that the target rotation angle necessary for the engagement is obtained, the shift change can be reliably performed.
[0053]
As described above, in one embodiment of the present invention, the internal combustion engine (engine 18) is mounted and the shift rod 80 is rotated to move the clutch 78 from the neutral position to either the forward gear 76F or the reverse gear 76B. In the shift change device of the outboard motor 10 which shifts the internal combustion engine to the propeller 24 and moves the hull forward or backward, an electric motor (shift) Electric motor 50), and a reduction gear (deceleration gear mechanism 92 (first to fifth gears 92a, 92b, 92c, 92d, 92e, output shaft) for reducing the output of the electric motor and transmitting it to the shift rod 80 Side gear 92f and output shaft 92os)) and a rotation angle sensor 94 for detecting the rotation angle of the shift rod 80. Both the the electric motor and the reduction gear and the rotation angle sensor 94 and the unit 90 by integrating and forming the unit 90 so as to place the mount frame 56 located above the shift rod 80.
[0054]
Further, a shift lever position sensor 38 that detects whether the shift lever 36 disposed on the hull 16 is in a neutral position, a forward position, or a reverse position, and the detected rotation angle and shift of the shift rod 80. Based on the position of the lever 36, the rotation angle of the shift rod 80 is a target rotation angle (90 degrees or -90 degrees) required to engage the clutch 78 with either the forward gear 76F or the reverse gear 76B. ) Is provided with shift control means (ECU 22) for feedback control of driving of the electric motor.
[0055]
【The invention's effect】
According to claim 1, the shift rod is rotated by an electric motor, and the electric motor, a reduction gear for decelerating the output of the electric motor and transmitting it to the shift rod, and a rotation angle of the shift rod are detected. The rotation angle sensor is integrated into a unit, and the unit is arranged on the mount frame located above the shift rod, so that the operation load is lighter than when the shift rod is driven manually. The operation feeling can be improved. Furthermore, since the connection configuration of the shift rod and the actuator can be simplified as compared with the case where the actuator is arranged on the hull, an increase in the number of parts and weight can be suppressed and the space of the hull is not impaired.
[0056]
According to the second aspect, the rotation angle of the shift rod and the position of the shift lever are detected, and the rotation angle of the shift rod engages the clutch with either the forward gear or the reverse gear based on the detected value. Since the drive of the electric motor is feedback-controlled so as to achieve the target rotation angle required for this, shift change can be performed reliably.
[Brief description of the drawings]
FIG. 1 is an explanatory view generally showing a shift change apparatus for an outboard motor according to an embodiment of the present invention.
2 is a partial explanatory side view of FIG. 1; FIG.
FIG. 3 is an explanatory side view showing FIG. 2 in an enlarged manner.
4 is an enlarged cross-sectional view of the gear case shown in FIG.
FIG. 5 is an explanatory diagram showing the clutch, the rod pin, etc. shown in FIG. 4 when the shift is in a neutral position.
6 is an explanatory view showing a clutch, a rod pin and the like shown in FIG. 4 when the shift is at a forward position.
7 is an explanatory diagram showing the clutch, rod pin, etc. shown in FIG. 4 when the shift is in a reverse position. FIG.
8 is a cross-sectional view taken along line VIII-VIII in FIG.
FIG. 9 is an explanatory view (partial perspective view) showing an enlargement of the unit shown in FIG. 8;
10 is a cross-sectional view taken along line XX of FIG.
[Explanation of symbols]
10 Outboard motor 16 Hull (ship)
18 engine (internal combustion engine)
22 ECU (shift control means)
24 propeller 36 shift lever 38 shift lever position sensor 50 shift electric motor (electric motor)
56 Mount frame 76F Forward gear 76B Reverse gear 78 Clutch 80 Shift rod 90 Unit 92 Reduction gear mechanism (reduction gear)
92a First reduction gear (reduction gear)
92b Second reduction gear (reduction gear)
92c Third reduction gear (reduction gear)
92d Fourth reduction gear (reduction gear)
92e Fifth reduction gear (reduction gear)
92f Output shaft side gear (reduction gear)
92os output shaft (reduction gear)
94 Rotation angle sensor

Claims (2)

The internal combustion engine is mounted, the shift rod is rotated, the clutch is engaged with either the forward gear or the reverse gear from the neutral position, a shift change is performed, the output of the internal combustion engine is transmitted to the propeller, and the hull is In a shift change device for an outboard motor that moves forward or backward, an electric motor that rotates the shift rod, a reduction gear that decelerates the output of the electric motor and transmits the output to the shift rod, and a rotation angle of the shift rod And an electric motor, a reduction gear, and a rotation angle sensor are integrated into a unit, and the unit is disposed on a mount frame located above the shift rod. An outboard motor shift change device. Furthermore, based on a shift lever position sensor that detects whether the shift lever arranged in the hull is in a neutral, forward or reverse position, and the detected rotation angle of the shift rod and the position of the shift lever, Shift control means for feedback controlling the drive of the electric motor so that the rotation angle of the shift rod becomes a target rotation angle necessary for engaging the clutch with either the forward gear or the reverse gear. The shift change device according to claim 1.

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