JPS6339480B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulically actuated steering assembly that is attached to a tiller arm of an outboard propulsion device for a boat to rotate the propulsion device about a steering axis.

Prior art steering assemblies for boat outboard propulsion systems have been of the type that rotated the propulsion system by means of push-pull mechanical cables or by hydraulic drive. The introduction of higher horsepower engines has created a demand for more reliable hydraulic steering systems. These systems typically had cylinders that protruded an undesirable amount to one side of the engine. It is desirable to keep the cylinder as short as possible, and this was accomplished in prior art steering assemblies by including only one piston rod within the cylinder. In other words, only one piston rod extends from the piston within the cylinder;
It exited only from one end of the cylinder and was connected to the actuating member. In this case, a rod extending from the cylinder opposite the actuating member is not required;
Therefore, it is possible to make the longitudinal dimension of the cylinder assembly itself compact. However, if the rod extends in only one direction from the piston, the volume in the cylinder on the rod side is less than the volume in the cylinder on the opposite side of the rod, since the rod occupies some of the volume in the cylinder on the rod side. It is small and therefore requires more fluid to be supplied to the cylinder section opposite the rod than is required in the cylinder section on the rod side. That is, in the process of supplying fluid into the cylinder part on the opposite side of the rod, it is necessary to supply a larger amount of fluid to drive the piston, compared to the process of supplying fluid into the cylinder part on the rod side. Also, during movement of the piston, the volume of fluid entering the cylinder from one side of the piston and the volume of fluid exiting the cylinder from the other side of the piston are different. As a result, the balanced oil supply required by the cylinders was sometimes not achieved.
Another problem with prior art steering assemblies is that incorporating the steering assembly may require special modifications to the propulsion system to accommodate the steering assembly. That is, the prior art steering assembly:
It was not compatible with all types of engines.

The present invention provides a hydraulically actuated steering assembly that attaches to the Taylor arm of various types of outboard propulsion devices for boats to rotate the propulsion device about a steering axis. A steering assembly according to the invention includes a hydraulic cylinder having a hydraulically actuated rod member extending therefrom.
The hydraulic cylinder has a coupling device for rotatably coupling the hydraulic cylinder to the Taylor arm of the outboard propulsion device. The coupling device has a pivot axis parallel to the steering axis. The assembly has pivot means including a pivot connection to a rod member defining a pivot axis and configured for attachment to a boat. The pivot axis is substantially parallel to the steering axis and non-rotatable with respect to the steering axis. The force exerted on the pivot means by the action of the hydraulic cylinder causes the outboard propulsion device to rotate about the steering axis.

Examples of prior art maneuvering systems include: April 11, 1972
No. 3,654,889 issued to Bergstedt on August 16, 1977.
No. 4,041,889 issued to Blanchard in 1999. Both patents disclose hydraulic steering systems that include cylinder and piston assemblies. This assembly allows rotation and/or tilting movement of the outboard propulsion device. Both patents teach systems that include rack and pinion steering mechanisms. Neither patent discloses a steering system that is compatible with most outboard propulsion devices in production. Also, neither patent teaches the use of balanced feed into a cylinder assembly to actuate a contained piston.

Other advantages of the present invention will be readily appreciated when better understood when the following detailed description is considered in conjunction with the accompanying drawings.

A hydraulic steering assembly constructed in accordance with the present invention comprises:
It is indicated generally at 10 in FIGS. 1 and 3. The steering assembly 10 is secured to a tiller arm 12 of an outboard propulsion system 14.

The hydraulic steering assembly 10 includes a hydraulic cylinder, generally designated 18, having a hydraulically actuated rod member 20 extending therefrom. Hydraulic cylinder 18 has a coupling device, generally designated 22, for rotatably securing hydraulic cylinder 18 to Taylor arm 12. The coupling device 22 has a pivot axis 24 parallel to the steering axis 16 of the water drive device of the propulsion device, ie the propeller, and is attached directly to the Taylor arm 12 .

FIG. 2 shows another view of outboard propulsion device 14 when mounted on a boat for rotation about steering axis 16.

In FIG. 1, steering assembly 10 has a link rod, generally indicated at 26, adapted for attachment to a fixed portion of an engine bracket mounted on a boat. The link rod 26 is configured such that the force exerted on the link rod 26 by the operation of the hydraulic cylinder 18 causes the outboard propulsion device 14 to move along the operating axis 1.
6 as a fulcrum to rotate the control axis 16.
It has a pivot connection 28 to the rod member 20 for defining a pivot axis substantially parallel to and non-rotatable about the steering axis 16. In other words, the cylinder 18 rotates (swings) together with the Taylor arm, but since the rod 20 and the engine are maintained in a stationary relationship with each other, the steering movement is not performed by the rod 20. Instead, the hydraulic cylinder 32 is moved by hydraulic drive, and the propulsion device 14 is operated.

As shown in FIG. 5, the hydraulic cylinder 18 is
It includes a hydraulic piston slidably supported therein. Rod member 20 extends through opposite ends of hydraulic cylinder 18 from opposite sides of piston 30. Piston 30 is mounted an equal distance from each end of rod 20. Since the rod extends from the piston through both ends of the cylinder, during movement of the piston, the volume of fluid entering the cylinder from one side of the piston 30 and the volume of fluid exiting the other side of the piston 30 are equal. Therefore, the piston 3 inside the cylinder 18
The supply and return of the hydraulic fluid used to operate the 0 is always balanced.

As shown in FIG. 1, the cylinder 18 can be centrally mounted with respect to the Taylor arm 12 and does not protrude excessively to either side of the outboard propulsion device 14.

The cylinder has a barrel member 32 and two packing retainers 34 and 36 fixed to its ends. The packing press members 34 and 36 are attached to the body 3
2 and sealed with a suitable sealing compound. The packing holddown member has coupling means or elbows 38, 40 for conveying hydraulic fluid. The coupling members 38 and 40 are connected to a hose leading to a pump driven by a steering wheel of the boat's steering system.

As shown in FIG. 12, the cylinder 18 may include a bleed screw 200 located within the packing holddown members 34 and 36 to allow air to bleed from within the cylinder. The bleed screw is a first threaded portion 20 received within the threaded passageway 202.
Contains 4. Bleed screw 200 has a second threaded portion separated from first threaded portion 204 by a reduced diameter portion 208 . The length of the reduced diameter portion 208 is greater than the length of the first threaded portion 2
04 is larger than the length of passage 202 so that air can be removed by unscrewing. A second threaded portion 206 can engage passageway 202 to prevent bleed screw 200 from being completely forced out of passageway 202 during purge. This prevents the bleed screw from being accidentally lost during air bleeding. In order to intentionally and completely remove the bleed screw 200, the second threaded portion 206 must be inserted into the passageway 202.
Screwed back out of the.

The distance traveled by the piston 30 within the cylinder 18 is determined by port or starboard hardover.
in the hardover position, which is equal to or greater than the swing distance of the outboard propulsion device 14 (as shown in FIG. 1) about the steering axis 16.
Therefore, any hardover
Also in position, stops on propulsion device 14 limit the extent of movement of piston 30 within cylinder 32. In other words, the steering assembly uses the propulsion device stop, rather than the entire length of the steering device, where the piston 30 engages the end of the cylinder.

In a situation where the propulsion system is forced into a hard over position by hitting an object in the water, the force exerted will therefore act on the engine stop and not on the control stop, and therefore Save the control equipment from excessive damage.

As shown in FIGS. 1 and 2, the link rod 26 has attachment means for attachment through an opening along an inclined axis 42 in a propulsion support structure 44 which is secured to the boat body. A propulsion device support structure 44 secures the outboard propulsion device 14 to a boat wall 46. The opening defines a tilt axis for rotating and tilting the propulsion device 14 using the tilt axis as a fulcrum. Since this tilt axis extends across the steering axis indicated at 16 and the Taylor arm 12, the propulsion device can be rotated about the tilt axis without changing the relative position of the cylinder 18 shown in FIG. It can be put into the water or taken out of the water.

As shown in FIG. 7, the link rod 26 has a straight portion 48 that extends through the opening along the tilt axis and is pivotable about the tilt axis, allowing the link rod to rotate about the tilt axis. do. As shown in FIG. 1, the pivot joint 28 is spaced apart from the straight section 48 in a non-intersecting relationship. The link rod 26 has a straight portion 48 as described above, and since the straight portion 48 of the link rod 26 passes through the tilt axis 42 of the tilt tube 45 and is fixed within the tilt tube by the collar 57, the position (attitude) of the engine is ) Coordination movements do not affect maneuvering. If the link rod 26 with the straight portion 48 is fixed in any other position, the Taylor arm 12 will swing laterally when adjusting the position (attitude) of the engine 14. I end up getting used to it. The link rod 26 has a straight portion 48
and the pivot joint 28 . The link rod is pivotally coupled to rod member 20 by bolt 54. Spacer sleeve 56 and collar 57 secure the propulsion device support structure therebetween. The washer 58 is connected to the inclined pipe 45
is positioned between the spacer sleeve 56 and the collar 57. In a preferred embodiment,
The transverse portion 52 of the link rod 26 is the arcuate portion 5
0 from the straight section 48. To avoid excessive localized yielding or rupture, the minimum radius 51 should be approximately 2.5 times the thickness of the link rod.

As shown in FIG. 11, the spacer sleeve 5
6 is a pressure fit and can be made from a nut member 59, a bushing 57, and a sleeve 61. At that time, the sleeve 61 has arcuate portions 53, 6
Compressed between 5 and the surrounded Linkrod,
To prevent the link rod from shifting inside the inclined pipe 45. Sleeve 61 can be made from nylon, brass, or the like.

Preferably, the axis of the cylinder 18 lies in the same horizontal plane as the axis of the tilt tube such that the axis of the cylinder 18 remains in the same plane as the tilt axis in the hard over position. This is the mechanically most efficient positioning of the hydraulic cylinder relative to the tilt axis.

FIG. 3 shows the hydraulic cylinder in a neutral position of operation. In a preferred embodiment, the coupling device 2
2 has a cylindrical plate 62 having a first edge 64 extending away from the Taylor arm 12 and in a non-parallel relationship to the Taylor arm 12 when the cylinder 18 is in a neutral position as shown in FIG. Cylindrical plate 62 for Taylor arm 12
This positioning prevents contact between the Taylor arm 12 and the cylindrical plate 62 when the steering assembly is in the starboard hardover position. In other words, the cylindrical plate 6
2 rotates clockwise about an axis defined at 24 in a maneuvering movement toward the hard over starboard position. The cylindrical plate 62 has an axis 24
It rotates clockwise using the fulcrum as a fulcrum and approaches the Taylor arm 12. The angle of the edge 64 of the cylindrical plate 62 is
Allow a gap between the cylindrical plate and the Taylor arm at the hard over position. Again, this allows the use of an engine stop in both hardover positions rather than a steering stop. Therefore, in overload conditions where the engine is driven to a hard over position, the construction of the cylindrical plate 62 is adapted to prevent damage to the steering assembly.

The coupling device, generally designated 22, includes a tiller plate 66 configured to couple to the Taylor arm 12. The bolt 68 is 2
The cylindrical plate 62 and the Taylor plate 66 are connected to each other so as to rotate relative to each other about a rotation axis defined at 4 as a fulcrum.

As shown in FIG.
at least two holes 70 for receiving and 76,
It has 72. As shown in cross-section in FIG. 4, cylindrical plate 62 is rotatably connected to Taylor plate 66 by bolts 68. As shown in cross-section in FIG. The cylindrical plate 62 is connected to the same side of the Taylor plate 66 as the Taylor arm 12, but may be reversed as shown in FIG.

Hole 7 in Taylor plate 66 as shown in FIG.
0 is elongated or slotted. This slot 70 secures the Taylor plate to either side of the Taylor arm 12 in order to move the Taylor plate a distance equal to the difference between the position of the Taylor arm relative to the tilt axis of currently manufactured outboard propulsion systems. It also makes it possible.

As shown in FIG. 10, in order to maintain correct maneuvering geometry, the Taylor plate 66 must be in position 67 when the Taylor plate 66 is mounted above or below the Taylor arm 12, or if it is attached to the Taylor arm. Taylor plate 66 is at position 69 when it is above or below. Changing the positioning of bolt hole 71 causes the force generated by cylinder 18 to act perpendicularly on Taylor arm 12.
All motor specifications allow the cylinder assembly to be mounted nearly parallel to the inclined tube 45. Also, the use of a face-to-face connection between the Taylor plate and the cylindrical plate as the connection of the cylinder 18 to the Taylor arm 12 provides maximum support for the steering assembly.

FIG. 5 shows another embodiment of the present assembly including a second Taylor plate 78 configured for attachment to a second Taylor arm 80 of a second outboard propulsion device. An alternative profile of the Taylor plate is shown at 77. In this embodiment, Taylor plate 77 is shown mounted onto Taylor arm 12. This arrangement is shown in cross section in FIG. Again, the cylindrical plate 62 and Taylor arm 12 are
They are attached to the same side of the Taylor plate 77. The coupling means connects the Taylor plates 77 and 78 together to equalize the maneuvering movement between the two outboard propulsion devices, whereby forces are transferred directly between the Taylor arms. The coupling means is a connecting rod 86
has. Taylor plates 77 and 78 have holes therein for receiving bolt means 90 for rotatably supporting balled rod end 100 of connecting rod 86. The force resulting from the movement of the propulsion device is
Therefore, there is a direct transmission between Taylor plates 77 and 78. Therefore, these steering forces are transmitted directly between Taylor arms 12 and 80 and not to cylinder 18. As a result, only the steering assembly receives a steering force equal to the difference between the forces exerted on each propulsion device. In other words, while the other propulsion device has positive control force,
One propulsion device can have a negative control force. Therefore, the maneuvering load exerted on the steering assembly is the difference in load between the port and starboard engines.

As shown in FIG. 5, the cylinder has a second edge 64 spaced apart from the first edge 64 which includes a notch 104 therein to allow clearance of the spherical rod end 100 securing the connecting rod 86 to the Taylor plate 77. Has edges. This modification allows clearance of the balled rod end by the cylindrical plate 62 when the steering assembly is in the hard over port position. Again, this increases the rotational distance of the steering assembly allowing the assembly to use an engine stop rather than a steering assembly stop.

As shown in FIGS. 4 and 6, the fixing means is
It has a bushing 106 with a hole for receiving a bolt 68. Bushing 106 includes a collar portion 108 and cylindrical plate 62 receives the outer diameter of collar 108 having a cylindrical length greater than the thickness of cylindrical plate 62. Therefore, the cylindrical plate 62 is rotatably connected between the bushing 106 and the Taylor plate 77 so as to rotate about the rotation axis between the bushing 106 and the Taylor plate 77.

FIG. 8 shows the cylindrical plate 62 secured to the cylinder 18 via the clamping member 110. Clamping member 110 is a C-shaped structure having first and second legs or clamping portions 112 and 114, respectively.
This leg has two holes 119 therethrough for receiving tightening means in the form of tightening bolts 116. Bolt 116 is threaded into tightening portion 114 and hole 119 is counterbored to receive the head of bolt 116.

The first leg 112 of the C-shaped structure has a flat surface 118 with four screw holes 120. The cylindrical plate 62 has first legs 11 for receiving bolts 124 that secure the cylindrical plate 62 to the C-shaped structure 110.
2, with holes corresponding to holes 120 in 2.

FIG. 9 is a diagrammatic representation of steering assembly 19 shown in various positions with respect to steering axis 16 and pivot axis 28. FIG. Position A indicates the hard over port steering position. Position B is a straight forward position. Position C is the hard over starboard position. For maximum efficiency, the pivot axis 28 should be aligned in the X-Z direction through hardover locations A and C.
You should stay as close to the line as possible. Y
The dimensions must realize the radial dimension R of the Taylor arm, the dimension D of the clamping member, and the maximum maneuvering movement dimension T. Dimension Y should be as long as possible in order to make the deflection angle α as small as possible.

This hydraulic control device is configured to utilize an extremely minimum space under the propulsion device and on one side, for example, on the right side of the propulsion device in the above embodiment, and has a simple structure and a very compact hydraulic control device. It is now possible to provide an assembly, which also has rods extending from both sides of the piston, so that during movement of the piston, the volume of fluid entering the cylinder from the piston and the other side of the piston are The volumes of fluid leaving the cylinder from the sides are equal;
This makes it possible to provide a balanced oil supply.

Although the invention has been described in an exemplary manner, it is to be understood that the terminology used is intended to be in the character of words of description rather than of limitation.

Obviously, many modifications of the present invention are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described.

[Brief explanation of drawings]

FIG. 1 is a schematic plan view of a steering assembly of the present invention coupled to an outboard propulsion device with a steering axis on a Taylor arm. FIG. 2 is a side view of the outboard propulsion device secured to the boat wall. FIG. 3 is a plan view, partially cut away, of a steering assembly secured to a Taylor arm of an outboard propulsion device with a pivot axis adjacent to the Taylor arm; Figure 4 is 4 in Figure 3.
- It is a sectional view along line 4. FIG. 5 shows the following when fixed to a boat with two outboard propulsion devices:
FIG. 7 is a plan view of another embodiment of the present steering assembly; 6 is a cross-sectional view taken along line 6--6 in FIG. 5. FIG. FIG. 7 is a diagram of the link rod.
FIG. 8 is a side view of the clamping member securing the hydraulic cylinder therein. FIG. 9 is a schematic diagram showing various maneuvering positions of the steering assembly. FIG. 10 is a diagram showing other accessories and positions related to the Taylor arm. FIG. 11 is an enlarged cross-sectional view of a sleeve used within the disclosed assembly. FIG. 12 is an enlarged partial cross-sectional view showing an air bleed utilized within the disclosed assembly. DESCRIPTION OF SYMBOLS 10... Hydraulic control assembly, 12... Taylor arm, 14... Outboard propulsion device, 16... Control axis, 18... Hydraulic cylinder, 20... Rod member, 22... Connection device, 24... times moving axis, 26
...Link rod, 28...Pivot joint, 30...
... Hydraulic piston, 32 ... Body member, 34, 36 ...
... Packing press member, 44 ... Propulsion device support structure, 45 ... Inclined pipe, 62 ... Cylindrical plate, 48 ...
... Straight portion, 52 ... Transverse portion, 64 ... First edge, 66 ... Taylor plate, 70 ... Hole, long hole, 7
2... Hole, 77... First Taylor plate, 78... Second Taylor plate, 80... Second Taylor arm, 8
6... Connection rod, 90... Bolt means, 112
...First leg part, first tightening part, 114... Second leg part, second tightening part, 116... Tightening bolt, 11
8...Flat surface, 119...hole, 120...screw hole.

Claims (1)

[Claims] 1 for an outboard propulsion device 14 having a control axis 16 and a Taylor arm 12 connected to the outboard propulsion device 14 at the control axis, the propulsion device 14 having a tilt axis 42 of a support structure 44 as a fulcrum.
In a hydraulic control assembly for rotating a propulsion device 14 about a control axis 16, the hydraulic cylinder has opposite ends and has a hydraulically actuated rod member 20 extending from the ends. 18 is disposed in the cylinder 18 in a radially spaced relationship with the rod member 20, and the cylinder 18 is arranged in a radially spaced relationship with the rod member 20 to rotate the propulsion device 14 about the steering axis 16. When moving along the rod member 20, the cylinder 18 and the Taylor arm 12
The cylinder 18 is connected to the Taylor arm 1 of the outboard propulsion device so as to allow relative rotation between the cylinder 18 and the Taylor arm 1 of the outboard propulsion device.
2, and for moving the hydraulic cylinder 18 together with the propulsion device 14 when the propulsion device 14 rotates about the tilt axis 42.
2, and the rod member is connected to the support structure 44 via the tilt axis 42 and can rotate together with the propulsion device 14 about the tilt axis 42 without rotating about the steering axis 16 as a fulcrum. a first device 26 having a coupling portion 28 with 20;
The force exerted on the first device 26 through the rod member 20 by the operation of the hydraulic cylinder 18 causes the hydraulic cylinder 18 to move against the rod member 20.
The cylinder 18 and the coupling portion 28 are moved along the tilt axis 4 to rotate the propulsion device 14 about the control axis 16 over the entire control range.
1. A hydraulic control assembly for an outboard propulsion device, characterized in that the hydraulic control assembly for an outboard propulsion device rotates together with the propulsion device 14 about a fulcrum.