Steering device for vessel and vessel

Abstract

To reduce the number of parts by improving assemblability of a steering device for vessel.SOLUTION: A steering device for vessel 14 includes a hub 32 rotated along with a helm shaft 43 with a steering wheel 31 attached to it, a stopper 37 attachable directly or indirectly from an inner cover 38 not rotated around the shaft periphery of the helm shaft 43 to a helm mechanism 42, a hub 32 and the stopper 37 face each other, the hub 32 has a projection 50 provided integrally, the stopper 37 has a restriction unit 47 provided integrally, when the helm shaft 43 is rotated around the axis, rotation angle of a steering wheel 31 is restricted by having the projection 50 of the hub 32 abut to the restriction unit 47 of the stopper 37.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a marine steering device including a steering wheel, and to a marine vessel. [Background technology]

[0002] In recent years, various switches and paddle-shaped throttle levers have been installed on steering wheels, and a harness, which is a wiring that transmits operational inputs to these switches as electrical signals, is routed from the steering wheel to an ECU (Electronic Control Unit). In this case, in order to prevent the harness from breaking due to the rotation of the steering wheel, the steering device may restrict the rotation angle of the steering wheel to a specified range.

[0003] For example, in a steering device for an ATV (All Terrain Vehicle), which is a four-wheeled riding vehicle, as shown in Fig. 9(A), a shaft-side stopper 91 is attached to the lower end of a steering shaft 90 that rotates together with a steering wheel (not shown). A frame-side stopper 92 is attached to a frame (not shown) of the vehicle body. As shown in Fig. 9(B), when the steering shaft 90 rotates, the shaft-side stopper 91 comes into contact with the frame-side stopper 92, thereby restricting the rotation angle of the steering wheel to a predetermined range (see, for example, Patent Document 1).

[0004] In addition, in a steering device for a sports boat, which is a jet propulsion boat, as shown in Fig. 10(A), a pin 101 is inserted into a helm shaft 100 that rotates together with a steering wheel (not shown) so as to be perpendicular to the helm shaft 100. Furthermore, a restricting portion 103 that protrudes toward the central axis of a substantially cylindrical stopper 102 that is fixed to a tilt cover (not shown) that does not rotate is provided. Then, as shown in Fig. 10(B), when the helm shaft 100 rotates, the pin 101 abuts against the restricting portion 103 of the stopper 102, thereby restricting the rotation angle of the steering wheel to a predetermined range. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 11-157476 Summary of the Invention [Problem to be solved by the invention]

[0006] However, in any of the steering devices described above, the shaft side stopper 91 and the pin 101, which are separate parts from the steering shaft 90 and the helm shaft 100, are required, and there is room for improvement from the standpoint of improving assembly ease and reducing the number of parts.

[0007] An object of the present invention is to improve the ease of assembly of a marine steering device and reduce the number of parts. [Means for solving the problem]

[0008] A marine steering device according to one embodiment of the present invention comprises a hub which rotates together with a steering shaft and to which a steering wheel is attached, and a stopper which is attached to a base which does not rotate around the axis of the steering shaft, the hub and the stopper facing each other, the hub having an integral protrusion and the stopper having an integral regulating portion, and when the steering shaft rotates around its axis, the protrusion of the hub abuts against the regulating portion of the stopper, thereby regulating the rotation angle of the steering wheel.

[0009] With this configuration, the protrusion of the hub and the restriction portion of the stopper that restrict the rotation angle of the steering wheel are provided integrally with the hub and the stopper, respectively, so there is no need to use pins or other parts that are separate from the hub and the stopper, which improves the ease of assembly of the marine steering device and reduces the number of parts. Effect of the Invention

[0010] According to the present invention, the assembly of a marine steering device can be improved and the number of parts can be reduced. [Brief description of the drawings]

[0011] [Figure 1] 1 is a plan view of a ship according to an embodiment of the present invention. FIG. [Diagram 2] FIG. 2 is an external perspective view showing a schematic configuration of the marine steering device shown in FIG. [Diagram 3] FIG. 2 is an exploded perspective view for explaining in detail the configuration of the marine steering device of FIG. 1. [Figure 4] 2 is an enlarged perspective view for explaining the configuration of a stopper and a hub of the marine steering device of FIG. 1. FIG. [Diagram 5] FIG. 2 is a diagram for explaining restrictions on the rotation angle of the steering wheel in the marine steering device of FIG. 1. [Figure 6] 10 is a diagram showing a schematic configuration of a first modified example of a mechanism for restricting the rotation angle of a steering wheel. FIG. [Figure 7] 13 is a diagram showing a schematic configuration of a second modified example of a mechanism for restricting the rotation angle of a steering wheel. FIG. [Figure 8] FIG. 13 is an external perspective view showing a schematic configuration of a third modified example of a mechanism for restricting the rotation angle of a steering wheel. [Figure 9] FIG. 1 is a diagram for explaining a conventional mechanism for restricting the rotation angle of a steering wheel in a steering device of an ATV. [Figure 10] 1A and 1B are diagrams for explaining a conventional mechanism for restricting the rotation angle of a steering wheel in a steering device of a sports boat. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a plan view of a boat according to an embodiment of the present invention. A boat steering device according to this embodiment is applied to this boat 1. FIG. 1 shows a part of the internal configuration of the boat 1. The boat 1 is, as an example, a jet propulsion boat, and is a type of boat called a jet boat or a sports boat. In FIG. 1, components arranged on the port side of a hull 2 ​​of the boat 1 are marked with the letter "L", and components arranged on the starboard side of the hull 2 ​​are marked with the letter "R".

[0013] In FIG. 1, the boat 1 has a hull 2, engines 3L, 3R, and boat propulsion units 4L, 4R. The hull 2 ​​has a deck 11 and a hull 12. The hull 12 is disposed below the deck 11. A helm seat 13 is disposed on the deck 11. A boat steering device 14 for changing the traveling direction of the boat 1 to the left or right, and a remote control unit 15 for controlling the traveling direction and boat speed of the boat 1 are disposed on the helm seat 13. The boat propulsion units 4L, 4R are driven by the engines 3L, 3R, respectively, and generate propulsive force for moving the hull 2. Note that the number of engines in the boat 1 is not limited to two, and may be three or more, and the number of boat propulsion units is not limited to two, and may be three or more.

[0014] FIG. 2 is an external perspective view that shows a schematic configuration of the marine vessel steering device 14, and FIG. 3 is an exploded perspective view for explaining the configuration of the marine vessel steering device 14 in detail.

[0015] 2 and 3, the marine steering device 14 includes a switch control unit 30, a steering wheel 31 to which the switch control unit 30 is attached, and a hub 32 to which the steering wheel 31 is attached. The marine steering device 14 also includes a front cover 33 and a rear cover 34 that cover the hub 32, throttle levers 35L, 35R that are attached so as to protrude to the left and right from the hub 32, and a substantially cylindrical assembly case 36 to which the hub 32 is attached. The switch control unit 30 to the assembly case 36 are assembled together and rotate integrally with the helm shaft 43 about the axis of the helm shaft 43 described below.

[0016] The marine vessel steering device 14 further includes a stopper 37, an inner cover 38 to which the stopper 37 is attached, an outer cover 39 that covers the inner cover 38, and a tilt mechanism 40 to which the inner cover 38 is attached. The marine vessel steering device 14 also includes a base 41 to which the tilt mechanism 40 is attached, and a helm mechanism 42 to which the base 41 is attached. Since the stopper 37 is attached directly or indirectly to the inner cover 38 and the helm mechanism 42, the inner cover 38 and the helm mechanism 42 function as a base for the stopper 37. Since the base 41 and the helm mechanism 42 are fixed to the hull 2, the inner cover 38 and the tilt mechanism 40, and therefore the stopper 37, do not rotate around the axis of the helm shaft 43.

[0017] On the other hand, the tilt mechanism 40 supports a helm shaft 43, which is a cylindrical shaft, rotatably about its axis, and the helm mechanism 42 supports a helm shaft 45 rotatably about its axis. A shaft hole 41a for passing the helm shaft 45 therethrough is provided in the base 41, and when the base 41 is attached to the helm mechanism 42, the helm shaft 45 protrudes from the base 41 toward the tilt mechanism 40.

[0018] Also, a shaft hole 38a is provided in the inner cover 38 for passing the helm shaft 43 therethrough, and when the inner cover 38 is attached to the tilt mechanism 40, the helm shaft 43 protrudes from the inner cover 38 towards the stopper 37. Furthermore, a shaft hole 37a is also provided in the stopper 37 for passing the helm shaft 43 therethrough, and when the stopper 37 is attached to the inner cover 38, the helm shaft 43 protrudes from the stopper 37. Then, the helm shaft 43 protruding from the stopper 37 is coupled to the hub 32 via the inside of the assembly case 36.

[0019] In addition, the helm shaft 43 and the helm shaft 45 are connected by a universal joint inside the tilt mechanism 40. Therefore, when the steering wheel 31 is rotated by the boat operator, the hub 32 and the helm shaft 43 rotate around their axes together with the rotation of the steering wheel 31, and further, the helm shaft 45 also rotates around its axis.

[0020] The switch control unit 30 has various switches for determining a boat maneuvering mode, and outputs an electric signal in response to the operation of the various switches by the boat operator. The electric signal is transmitted to a Boat Control Unit (BCU) (not shown) provided on the boat 2 via a harness 46 as wiring connected to the switch control unit 30.

[0021] When the front cover 33 and the rear cover 34 cover the hub 32, the throttle levers 35L, 35R protrude to the left and right, and when the operator pulls the throttle lever 35R toward himself, the throttle lever 35R outputs an electric signal for moving the boat 1 forward. When the operator pulls the throttle lever 35L toward himself, the throttle lever 35L outputs an electric signal for moving the boat 1 backward. These electric signals are also transmitted to the BCU via the harness 46.

[0022] At least a portion of the stopper 37 is formed into a cylindrical shape, and the harness 46 is routed along the side surface of the stopper 37 while being loose. This allows the stopper 37 to function as a guide for the harness 46. When the steering wheel 31 rotates, the switch control unit 30 and the throttle levers 35L, 35R also rotate, and this rotation drags the harness 46 routed from the switch control unit 30 and the throttle levers 35L, 35R, changing the way the harness 46 is routed.

[0023] However, in this embodiment, the change in the way the harness 46 is routed is absorbed by the slack in the harness 46 on the side surface of the stopper 37, so that, for example, the harness 46 is prevented from being forcibly stretched in association with the rotation of the steering wheel 31 and tension is prevented from being generated in the harness 46. This makes it possible to prevent the tension generated in the harness 46 from impeding the rotation of the steering wheel 31. In addition, because the harness 46 is not forcibly stretched, breakage of the harness 46 can also be prevented.

[0024] Furthermore, when the helm shaft 43 is coupled to the hub 32, the stopper 37 is inserted into the assembly case 36, but the harness 46 is routed along the side of the stopper 37, so the harness 46 does not protrude outward from the stopper 37. This prevents the harness 46 from coming into contact with and rubbing against the assembly case 36, and also eliminates the need to enlarge the assembly case 36 to avoid contact with the harness 46, which in turn contributes to the miniaturization of the marine steering device 14.

[0025] The tilt mechanism 40 is provided with a tilt shaft 44 extending in the left-right direction, and the helm shaft 43 rotates around the tilt shaft 44 together with a support portion of the helm shaft 43. This allows the position of the steering wheel 31 in the up-down direction to be changed.

[0026] The helm mechanism 42 also incorporates a conversion unit (not shown) that converts the rotation of the helm shaft 45 into an electric signal, and also incorporates a clutch mechanism (not shown) that switches between connection and disconnection of the helm shaft 45 and the conversion unit. When the steering wheel 31 rotates, the helm shaft 45 connected to the helm shaft 43 also rotates, so the helm mechanism 42 outputs the rotation of the steering wheel 31 as an electric signal from the conversion unit. This electric signal is also sent to the BCU.

[0027] Fig. 4 is an enlarged perspective view for explaining the configuration of the stopper 37 and the hub 32. Fig. 4(A) shows the stopper 37 as viewed from the operator's side, and Fig. 4(B) shows the hub 32 as viewed from the opposite side to the operator. Also, in Fig. 4(A), the harness 46 routed around the side of the stopper 37 is omitted.

[0028] In Fig. 4(A), the stopper 37 has a restricting portion 47 that protrudes toward the central axis of the stopper 37. The restricting portion 47 is present at the end of the cylindrical portion on the operator's side so as to occupy a part of the space inside the cylindrical portion. From another perspective, the restricting portion 47 can also be said to protrude from the bottom of the cylindrical portion toward the operator's side, i.e., the stern side. The restricting portion 47 is formed integrally with the stopper 37, for example, by casting aluminum.

[0029] In Fig. 4(B), the hub 32 has lever bases 48L, 48R provided on the left and right sides, a hollow cylindrical boss 49 protruding from the center of the hub 32 toward the opposite side to the operator, and a plate-shaped protrusion 50 protruding from the boss 49 in the radial direction of the boss 49. The throttle levers 35L, 35R are attached to the lever bases 48L, 48R, respectively. The protrusion 50 is formed integrally with the hub 32 by, for example, casting aluminum so as to extend in the axial direction of the boss 49. From another perspective, it can be said that the protrusion 50 protrudes from the center of the hub 32 together with the boss 49 toward the opposite side to the operator, i.e., toward the bow.

[0030] When assembling the marine steering device 14 using the hub 32 and the stopper 37, the hub 32 and the stopper 37 are arranged to face each other. Then, when the hub 32 and the stopper 37 approach each other, the boss 49 and the protrusion 50 of the hub 32 enter the space inside the cylindrical part of the stopper 37 so as to be accommodated in a part where the restricting part 47 is not present. Hereinafter, this part where the restricting part 47 is not present is referred to as the "accommodation space". At this time, the helm shaft 43, which passes through the shaft hole 37a, is inserted into the hollow part 49a of the boss 49. As a result, the helm shaft 43 is coupled to the hub 32.

[0031] Fig. 5 is a diagram for explaining the restriction of the rotation angle of the steering wheel 31 in the marine vessel steering device 14. Fig. 5 shows the stopper 37 as viewed from the operator's side when the helm shaft 43 is coupled with the hub 32, and the boss 49 and the protrusion 50 of the hub 32 are indicated by dashed lines.

[0032] 5(A), when the steering wheel 31 is not rotated to the left or right and is in a so-called neutral state, the protrusion 50 that has entered the accommodation space is located on the opposite side to the restricting portion 47 (a position rotated 180° from the restricting portion 47) with respect to the central axis of the stopper 37. In this state, since the restricting portion 47 is not in contact with the protrusion 50, the boat operator can rotate the steering wheel 31 to the left or right.

[0033] Furthermore, when the steering wheel 31 in the neutral state is rotated rightward and the helm shaft 43 rotates rightward about its axis, the protrusion 50 of the hub 32 approaches the restricting portion 47 of the stopper 37. When the steering wheel 31 is rotated rightward, for example, by about 150° from the neutral state, the protrusion 50 of the hub 32 comes into contact with the restricting portion 47 of the stopper 37 as shown in Fig. 5(B), making it impossible to rotate the steering wheel 31 further rightward. As a result, the rotation angle of the steering wheel 31 to the right from the neutral state is restricted to 150°.

[0034] Furthermore, when the steering wheel 31 in the neutral state is rotated leftward to rotate the helm shaft 43 left about its axis, the protrusion 50 of the hub 32 approaches the restricting portion 47 of the stopper 37. When the steering wheel 31 is rotated leftward, for example, by about 150° from the neutral state, the protrusion 50 of the hub 32 comes into contact with the restricting portion 47 of the stopper 37 as shown in Fig. 5(C), making it impossible to rotate the steering wheel 31 further leftward. As a result, the rotation angle of the steering wheel 31 leftward from the neutral state is restricted to 150°.

[0035] According to this embodiment, the protrusion 50 of the hub 32 and the restriction portion 47 of the stopper 37 are formed integrally with the hub 32 and the stopper 37, respectively, so there is no need to use a pin or the like that is a separate part from the hub 32 and the stopper 37 to restrict the rotation angle of the steering wheel 31. This improves the ease of assembly of the marine steering device 14 and reduces the number of parts in the marine steering device 14.

[0036] Furthermore, since the protrusion 50 is integrally formed with the hub 32 by casting, and the regulating portion 47 is integrally formed with the stopper 37 by casting, the strength of the protrusion 50 and the regulating portion 47 is improved, and the durability against operational input can be improved.

[0037] Although the preferred embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications and changes are possible within the scope of the gist of the present invention.

[0038] For example, in the embodiment described above, the rotation angle of the steering wheel 31 is restricted by the hub 32 and the stopper 37. However, the rotation angle of the steering wheel 31 may be restricted by other components of the marine steering device 14.

[0039] Specifically, a protrusion may be provided integrally with a first component (first part) that rotates together with the helm shaft 43, and a regulating part may be provided integrally with a second component (second part) that is fixed to the hull 2 ​​and does not rotate around the axis of the helm shaft 43. In this case, when the helm shaft 43 rotates around its axis, the protrusion of the first component is brought into contact with the regulating part of the second component, thereby realizing the regulation of the rotation angle of the steering wheel 31.

[0040] Fig. 6 is a diagram showing the schematic configuration of a first modified example of a mechanism for restricting the rotation angle of the steering wheel 31. Fig. 6(A) is a cross-sectional view along the axial direction of the helm shaft 45 of the helm mechanism 42, and Fig. 6(B) is a diagram showing the helm mechanism 42 as viewed from the opposite side to the operator (the bow side). In Fig. 6(A) and Fig. 6(B), illustration of components that are not related to restricting the rotation angle of the steering wheel 31 is omitted.

[0041] In the first modified example, a restricting portion 51 is provided that protrudes from the inner peripheral wall of a cylindrical case 42a that houses the internal mechanism of the helm mechanism 42 toward the central axis of the case 42a, while a plate-shaped protrusion 52 is provided that protrudes from the helm shaft 45 in the radial direction of the helm shaft 45. The restricting portion 51 is formed integrally with the case 42a, and the protrusion 52 is formed integrally with the helm shaft 45.

[0042] In the first modified example, when the steering wheel 31 is rotated rightward or leftward from the neutral state, the protrusion 52 approaches the restricting portion 51 in accordance with the rotation of the helm shaft 45. Then, the protrusion 52 comes into contact with the restricting portion 51, thereby restricting the rotation angle of the steering wheel 31.

[0043] Fig. 7 is a diagram showing the schematic configuration of a second modified example of the mechanism for restricting the rotation angle of the steering wheel 31. Fig. 7(A) is a cross-sectional view along the axial direction of the helm shaft 45 of the helm mechanism 42, and Fig. 7(B) is a diagram showing the helm mechanism 42 as viewed from the bow side. In Figs. 7(A) and 7(B) as well, illustrations of components that are not related to restricting the rotation angle of the steering wheel 31 are omitted.

[0044] In the second modified example, a thin shaft portion 45a having a diameter set smaller than that of the other portions is formed at the bow-side end of the helm shaft 45, and a protrusion portion 53 protruding radially from the thin shaft portion 45a is provided. Also, a plate-shaped restricting portion 54 is provided protruding from the inner peripheral wall of the case 42a of the helm mechanism 42 toward the central axis of the case 42a. The restricting portion 54 extends closer to the central axis of the case 42a than the restricting portion 51 of the first modified example, and its tip enters a stepped space formed by the thin shaft portion 45a of the helm shaft 45 and the other portions. Also, the restricting portion 54 is formed integrally with the case 42a, and the protrusion portion 53 is formed integrally with the helm shaft 45.

[0045] In the second modified example, when the steering wheel 31 is rotated rightward or leftward from the neutral state, the protrusion 53 approaches the restricting portion 54 in accordance with the rotation of the helm shaft 45. Then, the protrusion 53 comes into contact with the restricting portion 54, thereby restricting the rotation angle of the steering wheel 31.

[0046] FIG. 8 is an external perspective view that illustrates the configuration of a third modified example of a mechanism for restricting the rotation angle of the steering wheel 31. As shown in FIG.

[0047] In the third modified example, a plate-shaped protrusion 55 is provided that protrudes in the bow direction from the bow side of the rear cover 34, while plate-shaped restriction portions 56 are provided that protrude downward to the left and right from the outer cover 39. The protrusion 55 is formed integrally with the rear cover 34, and the restriction portions 56 are formed integrally with the outer cover 39.

[0048] In the third modified example, when the steering wheel 31 is rotated rightward or leftward from the neutral position, the protrusion 55 approaches the restricting portion 56 in accordance with the rotation of the rear cover 34, which rotates integrally with the steering wheel 31. Then, the protrusion 55 comes into contact with the restricting portion 56, thereby restricting the rotation angle of the steering wheel 31.

[0049] In addition, in this embodiment, the steering wheel 31 and the hub 32 are configured as separate bodies, but the steering wheel 31 and the hub 32 may be configured as a single body. This can further improve the ease of assembly of the marine steering device 14 and further reduce the number of parts of the marine steering device 14.

[0050] Furthermore, in this embodiment, the boat steering device 14 is equipped with the steering wheel 31, but the boat steering device 14 may be equipped with a rudder wheel or a control wheel instead of the steering wheel 31. Also, in this embodiment, the boat steering device 14 is applied to a jet propulsion boat, but the boat steering device 14 can be applied to other types of boats, and for example, the boat steering device 14 may be applied to a boat equipped with an outboard motor or a boat equipped with an inboard / outboard motor. [Explanation of symbols]

[0051] 1 vessel, 14 vessel steering device, 31 steering wheel, 32 hub, 37 stopper, 38 inner cover, 39 outer cover, 40 tilt mechanism, 41 base, 42 helm mechanism, 47, 51, 54, 56 restricting portion, 50, 52, 53, 55 protrusion

Claims

1. a hub which rotates with the helm shaft and to which the steering wheel is attached; A stopper attached to a base that does not rotate around the axis of the helm shaft, The hub and the stopper face each other, A protrusion is integrally formed on the hub, and a restriction portion is integrally formed on the stopper, When the helm shaft rotates about its axis, a protrusion of the hub abuts against a restricting portion of the stopper, thereby restricting a rotation angle of the steering wheel.

2. The stopper is at least partially formed in a cylindrical shape, and the restricting portion protrudes toward a central axis of the stopper, 2. The marine steering device according to claim 1, wherein when the marine steering device is assembled using the hub and the stopper, the protrusion of the hub enters a space in the stopper where the restricting portion is not present.

3. 3. The marine steering apparatus according to claim 2, wherein the protrusion of the hub protrudes toward the bow side, and the restricting portion of the stopper protrudes toward the stern side.

4. 2. The marine steering device according to claim 1, wherein the stopper also serves as a guide for wiring routed from the steering wheel.

5. a first part that rotates with the helm shaft; a second part that does not rotate about the axis of the helm shaft; a protrusion portion is integrally provided on the first component, and a restriction portion is integrally provided on the second component, When the helm shaft rotates around its axis, a protrusion of the first component abuts against a regulating portion of the second component, thereby regulating a rotation angle of the helm shaft.

6. 6. The marine steering apparatus of claim 5, wherein the second part is mounted on a mount in the hull that does not rotate about the axis of the helm shaft.

7. A marine vessel equipped with a marine steering device, The marine vessel steering device includes: a hub which rotates with the helm shaft and to which the steering wheel is attached; A stopper attached to a base that does not rotate around the axis of the helm shaft, The hub and the stopper face each other, A protrusion is integrally formed on the hub, and a restriction portion is integrally formed on the stopper, When the helm shaft rotates around its axis, a protrusion of the hub abuts against a regulating portion of the stopper, thereby regulating a rotation angle of the steering wheel.

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