CN100526676C - Marine propulsion machine having drive shaft - Google Patents
Marine propulsion machine having drive shaft Download PDFInfo
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- CN100526676C CN100526676C CNB2007101126914A CN200710112691A CN100526676C CN 100526676 C CN100526676 C CN 100526676C CN B2007101126914 A CNB2007101126914 A CN B2007101126914A CN 200710112691 A CN200710112691 A CN 200710112691A CN 100526676 C CN100526676 C CN 100526676C
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Abstract
An outboard motor S has: a first drive shaft 31 interlocked with an internal combustion engine, a second drive shaft 32 interlocked with the first drive gear 31 , an output gear mechanism 50 driven by the second drive shaft 32 , a propeller shaft 17 , and a gear case 13 holding the output gear mechanism 50 and the propeller shaft 17 and having a normally submerged gearing holding portion 21 . The second drive shaft 32 is disposed rearward of the first drive shaft 31 with respect to a longitudinal direction. The gearing holding portion 21 has a tapered part 21 a extending forward from a position corresponding to the second drive shaft 32 and having a front end 21 c. The tapered part 21 a is tapered toward the front. The disposition of the second drive shaft 32 rearward of the first drive shaft 31 enables forming the gear case 13 in a small size and reduces underwater resistance to the gear case 13.
Description
Technical field
The present invention relates to a kind of marine propeller, this marine propeller comprises by engine revolution driven vertical live axle, by the output gear mechanism of this drive shaft, by the cardan shaft of this output gear mechanism rotation driving and the common water-immersed gear-box that holds described output gear mechanism and described cardan shaft.
Background technique
In JP-A 5-52107 and JP-A 63-97489 marine propeller is disclosed for example.Known marine propeller has gear-box, maintains in this gear-box by the output gear mechanism of the drive shaft that driven by engine revolution and the cardan shaft that is driven by this output gear mechanism rotation.In this marine propeller, described live axle have with first live axle of described motor interlocking and by this first drive shaft with second live axle to described output gear mechanism transferring power, and this second live axle is arranged in the rear side of first live axle.
Common water-immersed gear-box has: the gear holding part that keeps output gear mechanism and cardan shaft; And the supporting portion, this supporting portion extends upward and is connected to the housing stacked with gear-box from described gear holding part, and has the sectional shape in the cross section that is similar to the wing.The diameter of gear holding part increases towards its rear end gradually from its front end.If the gear holding part is sharply increasing towards the rear portion perpendicular to the sectional area in the plane of vertical (it is parallel for the flow direction of ship with water when ship travels forward), then when ship navigates by water forward because the profile drag (hereinafter referred to as " resistance under water ") that the shape of gear-box causes is higher, disturbance owing to current when the navigation of height speed produces the area of low pressure, thereby is easy to occur cavitation corrosion around the propulsion device that is arranged in the gear-box rear.
When the reverse included mutual interlocking gear of operating device of sense of rotation that is used for making cardan shaft is arranged in the front side of the live axle in the gear-box, and included functional unit and actuating member are during with the pin of the central axis off-centre of functional unit and cam in the mutual interlocking gear, and the height of the degree of eccentricity of cam pin and the projection of cam is confirmed as with corresponding along the required move distance of the central axis of cardan shaft.Therefore, mutual interlocking gear is with respect to laterally, and promptly planar vertical with the central axis of cardan shaft direction has bigger size.Therefore, the transverse dimension of the part of the gear-box of maintenance mutual interlocking gear is bigger, thereby profile drag (hereinafter referred to as " resistance under water ") increases.
Summary of the invention
In view of the foregoing made the present invention, thereby an object of the present invention is to provide a kind of marine propeller, this marine propeller comprise first live axle that drives by engine revolution, with this first live axle interlocking and be arranged in rear one distance of first live axle second live axle, with and go up and act on the relative less gear-box that relatively low resistance is under water arranged.
Another object of the present invention provides a kind of marine propeller, this marine propeller comprises and is used to make the operating device of switching mechanism operation and comprise mutual interlocking gear, is subjected to low resistance under water thereby this mutual interlocking gear forms small size with the gear-box with little transverse dimension.
Marine propeller in the first aspect present invention comprises: motor; First live axle with described motor interlocking; Be arranged in described first live axle the rear and with second live axle of the described first live axle interlocking; Described first live axle and second live axle are arranged to make their axis normal to extend; Output gear mechanism by described second drive shaft; The cardan shaft that has longitudinal center's axis and drive by described output gear mechanism; And the common gear-box that immerses under water, this gear-box has the gear holding part that keeps described output gear mechanism and described cardan shaft; Wherein, described gear holding part has tapered portion, and this tapered portion is from respect to the front end that vertically extends to described gear holding part corresponding to the position of described second live axle forward, and is tapered towards the described front end of described gear holding part.
Suppose that the marine propeller of comparing is provided with single live axle and compares gear-box, this single live axle is arranged in the position of first live axle of the marine propeller in the first aspect present invention.So, because second live axle is positioned at a distance at the first live axle rear, therefore the fore-and-aft distance between the front end of second live axle of marine propeller of the present invention and gear holding part, longer than the fore-and-aft distance between the front end of the single live axle of marine propeller relatively and comparison gear-box.Thereby, to compare with the radius of the gear holding part that compares gear-box, the radius of gear holding part increases from the part corresponding to second live axle of front end to the gear holding part more slowly.Because the sectional area that can avoid tapered portion from front end rapid increase backward, therefore can reduce the resistance under water that acts on the tapered portion,, thereby can be suppressed at cavitation corrosion around the gear-box at high speed term of voyage disturbance current exceedingly not.
Preferably, this marine propeller is provided with the conversion rod of the driving direction that is used to switch described output gear mechanism, and the described front end of described gear holding part and the fore-and-aft distance between the described conversion rod be not shorter than described tapered portion with respect to described vertically corresponding to the external diameter of the part of described conversion rod.
Because the described front end of described gear holding part and the fore-and-aft distance between the described conversion rod are not less than the external diameter corresponding to the part of described conversion rod of described tapered portion, therefore described second live axle is positioned at apart from the increase distance of the front end of described gear holding part, thereby the external diameter of described tapered portion increases towards the rear portion from front end slowly, thereby still strengthened effect of the present invention more.
Preferably, described second live axle is with respect to the approximate mid-section that vertically is arranged in described gear holding part.
So the external diameter of described tapered portion increases slowly, thereby can suppress the surface friction drag that described tapered portion applies to be increased owing to described front end to long distance between described second live axle causes water.
Marine propeller in the second aspect present invention comprises: live axle, this live axle are arranged to make its central axis vertical extent and by engine-driving; Output gear mechanism by described drive shaft; The cardan shaft that drives by the rotation of described output gear mechanism; Be used to switch the switching mechanism of the rotation of described cardan shaft; Be used to make the operating device of described switching mechanism operation; And gear-box, this gear-box has the gear holding part that keeps described output gear mechanism and described cardan shaft; Wherein, described operating device comprise supported with the functional unit that rotates and via mutual interlocking gear by described functional unit operation so that the actuating member of described switching mechanism operation, described mutual interlocking gear is arranged in the front side of the described live axle in the described gear-box; Described mutual interlocking gear comprise the small gear that is installed on the described functional unit and be formed on abreast in the described actuating member with described cardan shaft and with the tooth bar of described pinion.
In the marine propeller of second aspect present invention, the included described mutual interlocking gear of described operating device comprises small gear that is installed on the described functional unit and the tooth bar that is formed on the described actuating member.And the mutual interlocking gear that comprises cam pin and cam mechanism carries out transverse movement, and mutual interlocking gear used in the second aspect present invention does not carry out any transverse movement, and described actuating member can move in wide range by the rotation of described functional unit.Therefore, the part corresponding to described mutual interlocking gear of described gear-box can form little external diameter, thereby lower to the resistance under water of described gear-box.
In the marine propeller of second aspect present invention, preferably, described gear-box has the gear holding part that keeps described output gear mechanism, described cardan shaft and described mutual interlocking gear, and and the central axis of the central axis of the input part of the described live axle that engages of described output gear mechanism and described functional unit between fore-and-aft distance greater than the external diameter corresponding to the part of the described central axis of the described input part of described live axle of described gear holding part.
Because the fore-and-aft distance between the central axis of the input part of described live axle and the central axis of described functional unit is greater than the external diameter corresponding to the part of the described central axis of the described input part of described live axle of described gear holding part, therefore the front portion of the described gear holding part of extending forward on the front side of the central axis of the input part of described live axle can form and grow and narrow shape.Thus, the diameter of described gear holding part can increase towards the rear portion from its front end slowly, to reduce resistance under water.
In the marine propeller of second aspect present invention, preferably, described live axle is second live axle, this second live axle by reduction gear and with the first live axle interlocking, this first live axle and described motor interlocking, thus described output gear mechanism given with the transmission of power of described first live axle.
Thus, the rotating speed of described first live axle is reduced to the rotating speed of described second live axle by described reduction gear, thereby described output gear mechanism is by to reduce second drive shaft of rotating speed rotation.Therefore, the reduction speed ratio of described output gear mechanism is lower, thereby described gear-box can be less.
Description of drawings
Fig. 1 is the schematic side elevation that the outboard motor in the preferred embodiment of the present invention is seen from the right side of this outboard motor;
Fig. 2 is the sectional view that the major component of outboard motor shown in Figure 1 is cutd open along the plane that includes the respective central axes of first and second live axles;
Fig. 3 is the enlarged view of a part shown in Figure 2;
Fig. 4 is the sectional view that cuts open along the line IV-IV among Fig. 2;
Fig. 5 A is the sectional view that cuts open along the line V-V among Fig. 2;
Fig. 5 B is the sectional view that cuts open along the line a-a among Fig. 5 A;
Fig. 6 is the sectional view that cuts open along the line VI-VI among Fig. 2;
Fig. 7 A is the view corresponding to Fig. 2 of implementing the modification of outboard motor of the present invention; And
Fig. 7 B is the view corresponding to Fig. 5 B of the part of the modification shown in Fig. 7 A.
Embodiment
With reference to Fig. 1 to Fig. 7 B the preferred embodiments of the present invention are described below.
With reference to Fig. 1, implement outboard motor S of the present invention (that is marine propeller) and have advancing means and be used for this advancing means is installed in erecting device 19 on the hull T.This advancing means comprises internal-combustion engine E, be provided with by internal-combustion engine E and drive propulsion unit with the propulsion device 18 that produces thrust, food tray 11, housing 12 and 13 and cover 14 and 15.
Internal-combustion engine E is vertical water-cooled multicylinder four-stroke internal combustion engine.Internal-combustion engine E is provided with: bent axle 8, its central axis L0 vertical extent; With the overhead camshaft valve mechanism.Internal-combustion engine E has engine block, and this engine block comprises: cylinder block 1, and it is provided with four cylinders of embarking on journey and arranging integratedly; Be assemblied in the piston 6 to move back and forth in the cylinder; Join the crankcase 2 of the front end of cylinder block 1 to; Join the cylinder head 3 of the rear end of cylinder block 1 to; And housing 4.Bent axle 8 rotatably is supported on cylinder block 1 and the crankcase 2.Piston 6 respectively by connecting rod 7 and with bent axle 8 interlockings.Piston 6 is driven by the pressure of the combustion gas of generation in the firing chamber 5 that is formed at cylinder head 3, thereby drives bent axles 8 by connecting rod 7.
In this specification and appended claims, Vertical direction is parallel with 32 central axis with live axle 31 illustrated in figures 1 and 2, and vertical and horizontal are positioned at the horizontal plane perpendicular to Vertical direction.In horizontal plane, laterally vertical with the central axis of cardan shaft.In this embodiment, Vertical direction, vertical and horizontal are corresponding with Vertical direction, vertical and horizontal with respect to hull.
Internal-combustion engine E joins the upper end that housing 10 is installed to.Food tray 11 and join the lower end that housing 10 is installed around the extensional shell 12 of food tray 11 to.Gear-box 13 joins the lower end of extensional shell 12 to.The top of the bottom of internal-combustion engine E, installation housing 10 and extensional shell 12 is covered by lower cover 14.Hood 15 joins the upper end of lower cover 14 to cover internal-combustion engine E.Lower cover 14 and hood 15 define the engine compartment that is used to hold internal-combustion engine E.
First live axle 31 is by being connected to the underpart 8b of bent axle 8 with the coaxial flywheel 9 of bent axle 8.First live axle 31 has the vertical centre axis L1 that aims at the central axis of bent axle 8.First live axle 31 is driven and is rotated by bent axle 8.First live axle 31 extends through downwards from the underpart 8b of bent axle 8 and housing 10 and extensional shell 12 are installed and are entered gear-box 13.Second live axle 32 is supported on the vertical position on the gear-box 13.Second live axle 32 has the vertical centre axis L2 parallel with the central axis of first live axle 31.Second live axle 32 is connected to the cardan shaft 17 that keeps propulsion device 18 (that is thrust generation device) by switching mechanism 16.Switching mechanism 16 can change input speed so that output speed to be provided.The power of internal-combustion engine E is delivered to propulsion device 18 by live axle 31 and 32, switching mechanism 16 and cardan shaft 17 from bent axle 8, to drive propulsion device 18 rotations.
Propulsion unit comprises live axle 31 and 32, switching mechanism 16, cardan shaft 17 and propulsion device 18.
Being used for that outboard motor S is installed in erecting device 19 on the stern of hull T has to be fixed to housing 10 and the running shaft 19a of extensional shell 12, the rotary shell 19b that supporting rotating shaft 19a rotates thereon is installed; Support rotary shell 19b so that its sloping shaft 19c that can in vertical plane, rotate; With carriage 19d, the stern that it keeps sloping shaft 19c and attaches to hull T.Running shaft 19a has by the underpart that rubber 19e is fixed to the upper end portion of installation housing 10 and is fixed to extensional shell 12 by installation rubber 19f is installed.Thereby this erecting device 19 keeps outboard motor S that it can be rotated around sloping shaft 19c in vertical plane with respect to hull T, and it can be rotated around running shaft 19a in horizontal plane.
See figures.1.and.2, gear-box 13 has: gear holding part 21, and it defines gear chamber 20 (see figure 2)s that are used to hold switching mechanism 16 and cardan shaft 17; Extend upward and be connected to the supporting portion 22 of extensional shell 12 from gear holding part 21; From the gear holding part 21 downward stern fins 23 that extend; And the anti-cavitation plate 24 that 22 upper level extends from the supporting portion.When ship navigated by water, anti-cavitation plate 24 was located substantially on the level of the water surface, and gear holding part 21 and supporting portion 22 are positioned under the horizontal plane.Gear holding part 21 has the streamline-shaped that is similar to the shell shell.Supporting portion 22 with live axle 31 and 32 the respective central axes L1 horizontal plane vertical with L2 in the cross section have the streamline-shaped in the cross section that is similar to the wing.
First live axle 31 is the vertical position and is supported in the bearing 36 and 37 on the supporting portion 22.Second live axle 32 is the vertical position and is supported in the bearing 38 and 39 on the supporting portion 22.Oil pump 70 is embedded in the supporting portion 22.Supporting portion 22 is provided with the hole 69 that is used for receiving conversion bar 61, is used for water being transported to the suction passage 97 of water pump 90 and being used to measure hydraulic pressure to determine the pressure port 27 of headway.Water pump 90 suck cooling waters and by pressure with the water jacket J of chilled(cooling) water supply (CWS) in cylinder block 1 that is formed on internal-combustion engine E and the cylinder head 3.
With reference to Fig. 2 and Fig. 3, first live axle 31 has the upper end portion (see figure 1) that is connected to bent axle 8.Second live axle 32 is by intermediate gear mechanism 33 and 31 interlockings of first live axle.Second live axle 32 arrives output gear mechanism 50 with the transmission of power of first live axle 31.Second live axle 32 is arranged in the rear of first live axle.The axis L 1 of first live axle 31 is aimed at the axis L 0 of the bent axle 8 of internal-combustion engine E.The axis L 2 of second live axle 32 is parallel to the axis L 1 of first live axle 31, and from the vertical distance of separation δ backward of the axis L 1 of first live axle 31.Second live axle 32 is arranged in the approximate mid-section of gear holding part 21; That is the vertical line of the length W (be longitudinal size, see Fig. 2) of the axis L 1 more close bisection gear holding part 21 of axis L 2 to the first live axles 31 of second live axle 32.Extend beyond vertical position for second 32 downwards corresponding to first live axle, 31 lower ends.Axis L 1 and L2 are included in the vertical plane of the axis L 3 (seeing Fig. 1 and Fig. 3) that includes cardan shaft 17.
First live axle 31 that is provided with water pump 90 is got wet by water.Therefore, first live axle 31 is by making such as stainless high corrosion-resistant material.Second live axle 32 is exposed to oil and contains oil environment.Therefore, second live axle 32 is made not as the material of first live axle 31 by corrosion resistance.Second live axle 32 is made by iron-bearing materials cheaply, for example such as the machining Structural Carbon Steel of JIS SCM415.Thereby can make second live axle 32 with low cost.
Intermediate gear mechanism 33 (that is, mutual interlocking gear) comprising: actuation gear 34, and it is installed on first live axle 31 and by spline and 31 interlockings of first live axle; With driven gear 35, it is installed on second live axle 32, with live axle 34 engagements and by spline and 32 interlockings of second live axle.
First live axle 31 that extends through extensional shell 12 has the bottom 31c that extends in supporting portion 22.Actuation gear 34 (that is, driving interlocking member) is installed on the 31c of underpart.The underpart 31b of first live axle 31 extends downwards from actuation gear 34.The approximate mid-section of the vertical range of underpart 31b between cardan shaft 17 and water pump 90 or in the supporting portion 22 approximate mid-section extend.First live axle 31 is supported on the bearing 36 of upside of the boss 34a that is arranged in actuation gear 34 and the bearing 37 of downside that is arranged in the boss 34a of actuation gear 34.
Upper bearing (metal) 36 is roller bearings.The bottom 31c of first live axle 31 is supported by upper bearing (metal) 36 by the top of boss 34a.Upper bearing (metal) 36 by bearing holder 41 directly over the 34b of tooth portion that remains on actuation gear 34 on the supporting portion 22.Lower bearing 37 is taper roller bearings.The bottom 31c of first live axle 31 is supported by lower bearing 37 by the bottom of boss 34a.Lower bearing 37 remain on the supporting portion 22 34b of tooth portion under.
Second live axle 32 substantially fully is contained in the supporting portion 22.Second live axle 32 has from the underpart 32b of the upwardly extending upper end portion 32a of boss 35a of driven gear 35 (that is driven interlocking member) and extension in gear chamber 20.The underpart 32b of second live axle 32 is input blocks of output gear mechanism 50.Second live axle 32 only is supported in bearing 38 and 39, and bearing 38 and 39 is arranged in the upside and the downside with respect to Vertical direction of driven gear 35.
Upper bearing (metal) 38 is double-row conic roller bearings that the wrapping angle summit is positioned at the bearing outside, and can bear axial load up and down.The regional upwardly extending upper end portion 32a from driven gear 35 of second live axle 32 is supported on the upper bearing (metal) 38.The bearing holder 42 of the upper end portion 22a of upper bearing (metal) 38 by joining supporting portion 22 to remain on driven gear 35 boss 35a directly over.Lower bearing 39 is needle bearings.Lower bearing 39 supports second live axle 32, and the position directly over the underpart 32b of second live axle 32 remains on the supporting portion 22.
The boss 34a of upper bearing (metal) 38, actuation gear 34 is located substantially on identical vertical position with the 34b of tooth portion with respect to the Vertical direction that second live axle 32 extends the institute edge.The tubular tooth 35b of portion of upper bearing (metal) 38 and driven gear 35 is located substantially on identical vertical position with respect to this Vertical direction.Upper bearing (metal) 38 is arranged in the tubular space 43 of extending between upper end portion 32a and the 35b of tooth portion, and by the 35b of tooth portion around.Lower bearing 39 is placed on being installed on the part of extending above the input gear 51 of underpart 32b of underpart 32b.
As shown in Figure 2, cardan shaft 17 rotatably is supported in the gear holding part 21 by bearing holder 29, and its central axis L3 longitudinal extension.Cardan shaft 17 is by by motivational drive that output gear mechanism 50 transmitted and rotate.Cardan shaft 17 has in gear holding part 21 or gear chamber 20 the anterior 17a that extends, extend to the outside of gear holding part 21 and keep the rear portion 17b of propulsion device 18.
As clearly shown in Figure 3, switching mechanism 16 comprises that output gear mechanism and being used to changes the clutch 54 of the sense of rotation of cardan shaft 17.
The output gear mechanism 50 that is driven by second live axle 32 is arranged in the gear chamber 20.Gear chamber 20 is the seal spacies that are filled with oil.Output gear mechanism 50 comprises input gear 51, forward gear 52 and the backward gear 53 on the underpart 32b that is installed in second live axle 32.Forward gear 52 and backward gear 53 lay respectively at the rear side and the front side of clutch 54.Output gear mechanism 50 is bevel gear mechanisms.In this embodiment, output gear mechanism 50 is the rotary-type gear mechanisms of standard.Forward gear 52 is installed on the anterior 17a in the position at axis L 2 (it is aimed at the central axis of input gear 51 and the central axis of underpart 32b) rear by bearing 46 and 47.Backward gear 53 is supported on the anterior 17a in the position in axis L 2 the place aheads by bearing 48 and 49.
With reference to Fig. 4, Fig. 5 A and Fig. 5 B, clutch 54 comprises: transducer 55, thus it is assemblied in the axial bore that is formed among the anterior 17a and can endwisely slips along the direction of the axis L 3 that is parallel to cardan shaft 17; Be placed on the tubular clutch element 56 on the anterior 17a; And connecting pin 57, it keeps in position so that transducer 55 is linked to each other with clutch element 56 by helical spring 58.
By operational transformation bar 61 transducer 55 is moved along the direction A (see figure 3) that is parallel to axis L 3.Transducer 55 has: joint 55a, thus it is connected to operating stem 62 and can and moves along direction A rotation; And detent mechanism 55b, promptly positioning means is used for the transducer 55 of clutch mechanism 54 is remained on neutral position, progressive position or the position of falling back.As shown in Figure 3, connecting pin 57 passes a pair of groove 59 that is formed among the anterior 17a and is parallel to axis L 3.Connecting pin 57 has the opposed end that is connected to clutch element 56.Clutch element 56 by spline and with anterior 17a interlocking, thereby forwardly 17a goes up and slides along direction A.Clutch element 56 is moveable elements of claw clutch.Clutch element 56 has: be formed on the 56a of the interlocking portion that advances that is provided with tooth on the one end, described tooth can with the indented joint that is formed on the forward gear 52; With the 56b of the interlocking portion that falls back that is provided with tooth that is formed on its other end, described tooth can with the indented joint of backward gear 53.
When making transducer 55 be positioned at the neutral position by operational transformation bar 61, clutch element 56 not with forward gear 52 and backward gear 53 in any interlocking, thereby any power all is delivered to cardan shaft 17 by first live axle 31 and second live axle 32.When transducer 55 is positioned at progressive position, clutch element 56 and forward gear 52 interlockings.Therefore, power is delivered to cardan shaft 17 by first live axle 31, second live axle 32, forward gear 52 and clutch element 56, thereby by making propulsion device 18 push ahead ship along the normal direction rotation.When transducer 55 is positioned at when falling back the position, clutch element 56 and backward gear 53 interlockings.Therefore, power is delivered to cardan shaft 17 by first live axle 31, second live axle 32, backward gear 53 and clutch element 56, thereby by making propulsion device 18 advance ship backward along counterrotating.
Referring to figs. 1 through Fig. 3 and Fig. 5 A, the clutch control mechanism that is used for solenoidoperated cluthes mechanism 54 comprises: conversion rod 61, i.e. and functional unit, it rotates by the unshowned driving mechanism by operator's operation; With operating stem 62, it is driven with solenoidoperated cluthes mechanism 54 by mutual interlocking gear 63 by conversion rod 61.
Remaining on conversion rod 61 in the hole 69 of gear-box 13 is positioned at the place ahead of first live axle 31 and vertical extent and passes supporting portion 22 and enter gear holding part 21 (see figure 1)s.Conversion rod 61 has the underpart 61b (see figure 2) of extending in gear chamber 20.The foot 61b1 of conversion rod 61 slidably and rotatably is supported on the gear holding part 21.Small gear 63a is installed on the 61b of underpart.
When conversion rod 61 rotated, small gear 63a rotated so that tooth bar 63b (is parallel to one of direction A of axis L 3) forward or backward moves.Thereby operating stem 62 moves transducer 55 vertically, transducer 55 is placed on selectively neutral position, progressive position or the position of falling back.More particularly, in Fig. 3 and Fig. 5 A, transducer 55 is positioned at the neutral position.When conversion rod 61 rotates so that small gear 63a when clockwise rotating under the state shown in Fig. 5 A, the operating stem 62 that is provided with tooth bar 63b moves backward, so that transducer 55 is positioned at progressive position.When conversion rod 61 rotates so that small gear 63a when rotating counterclockwise under the state shown in Fig. 5 A, the operating stem 62 that is provided with tooth bar 63b travels forward, so that transducer 55 is positioned at the position of falling back.
The recess 62c of operating stem 62 (seeing Fig. 5 B) allows operating stem 62 to be connected to joint 55a at operating stem 62 around the position, two different angles of its axis L3.Therefore, tooth bar 63b can be arranged in right side or the left side of small gear 63a.Therefore, can handle the switching of the sense of rotation of the change of torsional direction of blade of propulsion device 18 or first live axle 31 or second live axle 32 to the Placement of transducer 55 by changing operating stem 62, thereby can control the ahead running of ship and the navigation that falls back, and all do not change the sense of rotation of conversion rod 61 for the ahead running and the navigation that falls back.
See figures.1.and.2, gear holding part 21 is by including axis L 2 and being divided into tapered portion 21a and cylindrical part 21b basically perpendicular to the vertical plane of axis L 3.Tapered portion 21a extends to the front end 21c of gear holding part 21 forward from the zone of second live axle 32.Cylindrical part 21b extends rearward to the rear end of gear holding part 21 from the zone of second live axle 32.With reference to Fig. 4 and Fig. 5, tapered portion 21a has the general conical shape, and its diameter reducing along with distance on the direction of front end 21c from second live axle 32, and cylindrical part 21b has roughly cylindrical form and has constant diameter.
In this manual, " general conical " is meant that tapered portion 21a is essentially taper and can comprises local irregularities's property, and " roughly tubular " is meant that cylindrical part 21b is essentially tubular and can has local irregularities's property.Tapered portion 21a and cylindrical part 21b are not included between gear holding part 21 and the supporting portion 22 and engaging between gear holding part 21 and stern fin 23 (fluidic junction).
More particularly, the radius e (see figure 4) of the part of intersection at the outer surface 25 of tapered portion 21a and between with respect to the plane of the angled θ of the vertical plane that includes axis L 3 (reference level), promptly, from central axis L3 to the outer surface 25 that is positioned at tapered portion 21a and with respect to the distance of the part of intersection the plane of the angled θ of the vertical plane that includes axis L 3 (reference level), just more little more forward from central axis L2.The radius e of maximum in the middle of the radius e of tapered portion 21a
1Basically the size that depends on the output gear mechanism 50 that remains in the gear holding part 21, the i.e. diameter of gear 51 to 53.Therefore, the part corresponding to axis L 2 of the outer surface 25 of tapered portion 21a has maximum radius e
1The radius e of the part of extending in second live axle, 32 the place aheads of tapered portion 21a (comprises the radius e with the axis L 1 corresponding part of first live axle of aiming at the central axis that is positioned at the connecting pin 57 of neutral position 31
3, and with the radius e of the axis L 4 corresponding parts of conversion rod 61
2) reduce towards front end 21c.In Fig. 4, the representing with double dot dash line of outer surface 25 in the axis L 1 that includes first live axle 31 and perpendicular to the periphery in the vertical plane of axis L 3.Tapered portion 21a except corresponding to the input gear 51 part the cross section be the circle.
The cross section is meant perpendicular to the section in the plane of vertically (that is the direction that water flows during, in the straight navigation of ship).Sectional area is meant the area in cross section.
Thereby in this embodiment, the tapered portion 21a of the gear-box 13 from front end 21c to outboard motor S has a maximum radius e
1The distance of part, than the distance of the part with maximum radius of (relatively gear-box) from described front end to the gear-box that has the outboard motor of single live axle in position corresponding to first live axle 31.In other words, from front end 21c to maximum radius e
1The distance of part than under the situation of described relatively gear-box, growing apart from δ, the axis L 2 of second live axle 32 from the axis L 1 of first live axle 31 vertically backward separately this apart from δ.Therefore, the tapered portion 21a of gear-box 13 has than the described relatively little taper ratio of tapered portion of gear-box.Thereby the tapering of the taper of tapered portion 21a is less or more slow.Compare with the described relatively tapered portion of gear-box, the radius e of tapered portion 21a more gently increases towards the part corresponding to second live axle 32 from front end 21c, thereby the sectional area of tapered portion 21a little by little increases towards the part corresponding to second live axle 32 from front end 21c.Thus, when ship navigates by water forward, can provide low " profile drag " (hereinafter referred to as " resistance under water ") owing to the shape of gear-box 13.
In this manual, term " taper ratio " is meant at front end 21c with corresponding to having maximum radius e
1The axis L 2 of second live axle 32 of part between axial distance f1 and maximum radius e
1Ratio, that is, and f1/e
1
With reference to Fig. 5 A, the shape of tapered portion 21a is limited by following formula.
R2＝f2/f1
R3＝f3/f1
R4＝f4/f1
R5＝e
2/e
1
R6＝e
3/e
1
Wherein, f1 be front end 21c with corresponding to having maximum radius e
1The axis L 2 of second live axle 32 of part between axial distance, f2 is the axial distance between the axis L 4 of front end 21c and conversion rod 61, f3 is the axial distance between the axis L 1 of the front end 21c and first live axle 31, f4 is the axial distance between the axis L 1 of the axis L 4 of conversion rod 61 and first live axle 31, e
1Be the maximum radius among the radius e of tapered portion 21a, e
2It is radius corresponding to the part of the axis L 4 of conversion rod 61.Axial distance f2 satisfies inequality: 20%≤R2≤45%, preferably R2=34%.Radius e
2Satisfy inequality: 58%≤R5≤69%, preferably R5=63%.
Axial distance f3 satisfies inequality: 60%≤R3≤80%, preferably R3 ≈ 68% (when axial distance satisfied this condition, axial distance f4 satisfied R4 ≈ 36%).Radius e corresponding to the part of axis L 1
3Satisfy inequality: 89%≤R6≤97%, preferably R6=93%.
Distance between the optional part on outer surface 26 (see figure 1)s of axis L 3 and cylindrical part 21b is substantially equal to maximum radius e
0The cross section of cylindrical part 21b has round-shaped.
In the gear holding part 21 that keeps output gear mechanism 50, cardan shaft 17 and mutual interlocking gear 63, axial distance between the axis L 4 of the axis L 2 of second live axle 32 with the underpart 32b that engages with output gear mechanism 50 and conversion rod 61 is bigger than the outside diameter d 1 (seeing Fig. 5 A) corresponding to the part of axis L 2 of gear holding part 21.Be one maximum in the diameter of tapered portion 21a corresponding to the outside diameter d 1 of the part of axis L 2.
Shown in Fig. 5 A is clear, at the axis L 1 of first live axle 31 and the minimizing ratio of the radius e in the axial range between the front end 21c, the ratio that reduces than the axial range inside radius e between the axis L 1 of the axis L 2 of second live axle 32 and first live axle 31 is big.
Axial distance f2 between the axis L 4 of front end 21c and conversion rod 61 is not less than the diameter d 2 (2e corresponding to the part of axis L 4 of tapered portion 21a
2) and be not more than 2.5e
2
Because second live axle 32 separates backward from first live axle 31, therefore to compare with the corresponding axial distance in described relatively gear-box, the axial distance between the front end of second live axle 32 and supporting portion 22 is longer with respect to external diameter.Thus, similar with gear holding part 21, supporting portion 22 can form conical in shape, and supporting portion 22 is tapered towards its front end, thereby the sectional area of holding part 22 increases backward gradually from front end.
With reference to Fig. 2, gear-box 13 is rotated to turn to around conversion rod 61.Therefore, to extend to the part of front end 21c and 22c forward be front overhang portion to the axis L 4 from conversion rod 61 of gear-box 13.The shape of front overhang portion has great influence for the high speed navigation performance of ship with to the reaction of steering operation.The portion of dangling of extending below slightly at anti-cavitation plate 24 is designed to, make axial distance f2 between the axis L 4 of front end 21c and conversion rod 61 in such scope, that is, this scope is in the distance of the axial distance f5 between the front end 22c that equals axis L 4 and supporting portion 22 and approximately be between the distance apart from two times of f5. Front end 21c and 22c are configured as, and make front end 22c be connected to front end 21c by straight line roughly when distance f2 equals apart from f5, and are connected to front end 21c by continuous curve at distance f2 during greater than distance f5.
Below with reference to Fig. 2 and Fig. 3 describe be used for lubricated be arranged in the moving element that gear-box 13 and needs lubricate (comprise bearing 36,37,38 and 39 and intermediate gear mechanism 33) lubrication system.
Lubrication system comprises: by the oil pump 70 of first live axle, 31 drivings, i.e. first oil pump; Volute pump 71, i.e. second oil pump; And oily passage.Oil pump 70 is trochoid pumps.Oil pump 70 is arranged in the vertical position that output gear mechanism 50 and volute pump 71 between the intermediate gear mechanism 33 overlap substantially with respect to Vertical direction.
The oil passage comprises: suction passage 80, and it is formed in the supporting portion 22 so that oil is transported to inhalation port 76 from gear chamber 20; Discharge route 81, it is formed in first live axle 31 and is connected to discharges port 77; Accumulator 82, it is limited by supporting portion 22 and bearing holder 41 and also keeps upper bearing (metal) 38 therein; Be formed on the oily passage 83 in the bearing holder 41; Be formed on the accumulator 84 in the bearing holder 41; Limit and keep therein the accumulator 85 of upper bearing (metal) 38 by bearing holder 41 and 42; Two return passages 87 and 88, they are formed in the supporting portion 22 with to accumulator 20 transferring oils; And oily passage 86, it is formed in second live axle 32 and is transported to volute pump 71 with the part that will be contained in oil in the accumulator 84.
The topmost portion 32a1 of the upper end portion 32a of second live axle 32 inserts in the accumulator 84.Oil passage 86 leads to accumulator 84.Volute pump 71 is arranged between driven gear 35 and the lower bearing 39, and is driven by second live axle 32.Volute pump 71 has cylindrical rotor, and this cylindrical rotor is provided with spiral slot in its outer surface, thereby these spiral slot coilings move downward oil when cylindrical rotor rotates.The oil level OL of the oil that comprises in the gear-box 13 is lower than intermediate gear mechanism 33, thereby and near the vertical position of oil pump 70 oil pump 70 can suck oil.
When internal-combustion engine E operation and first live axle 31 and 32 rotations of second live axle, oil pump 70 sucks oil by suction passage 80 and by discharging port 77 oil is discharged in the discharge passage 81.The oil that flows in discharge route 81 is pressurized by the centrifugal force that is applied when first live axle 31 rotates, and is forced to flow in the accumulator 82 with lubricated upper bearing (metal) 36.Oil flows downward with lubricated actuation gear 34, driven gear 35 and lower bearing 37 from accumulator 82, flows into return passage 87 by unshowned oily passage then.Oil flows into accumulator 84 from accumulator 82 by oily passage 83.Then, oil flows from accumulator 84, flows into accumulator 85 with lubricated upper bearing (metal) 38 and driven gear 35 by the gap between the upper end portion 32a of the bearing holder 42 and second live axle 32, flows into return passage 87 then.Volute pump 71 sucks the part of the oil that comprises in the accumulator 84 in the oily passage 86.Volute pump is supplied oil by pressure.By the lubricated lower bearing 39 of a part of the oil of volute pump 71 supply and turn back in the gear chamber 20, and another part of described oil flows into return passage 88.Thus, whole second live axle 32 is in oil and contains in the oil environment.
With further reference to Fig. 6, suction passage 97 is formed in supporting portion 22 and the bearing holder 41, to carry cooling water to inlet 95.In the opposite side surfaces 25 of supporting portion 22, be formed with a pair of water intake 98.Only show the water intake 98 that is formed in the right-hand surface 25 among Fig. 6.Suction passage 97 is connected respectively to water intake 98.Filter screen 99 is attached to water intake 98 to filter foreign matter.As shown in Figure 3, at least a portion of each water intake 98 that is covered by filter screen 99 and oil pump 70 with respect to Vertical direction between first live axle 31 and output gear mechanism 50, and with respect to vertically between first live axle 31 and conversion rod 61.
The underpart 31b of first live axle 31 is in and the basic corresponding height level in the middle part of second live axle 32.Therefore, water intake 98 is arranged in the space of extending between first live axle 31 and output gear mechanism 50 with respect to Vertical direction in the front side of second live axle 32 that is arranged in first live axle, 31 rears.The upper end 98c of water intake 98 is in the height level who is lower than underpart 31b, and at least a portion of the lower end 98d of each water intake 98 is positioned at the front side of the backward gear 53 of output gear mechanism 50, promptly, be positioned at the front side of the input gear 51 and the forward gear 52 of output gear mechanism 50, and be positioned at the vertical position that overlaps substantially with the vertical position of input gear 51.
The longitudinal size of water intake 98 is equal to or greater than its vertical dimension.The front end 98a of water intake 98 equals apart from δ from the distance of axis L 1 towards the place ahead of first live axle 31.The rear end 98b of water intake 98 is positioned at the rear side of bearing 36 and 37.
Operation and the effect of outboard motor S in the preferred embodiment will be described below.
Gear holding part 21 has tapered portion 21a, and this tapered portion 21a extends to the front end 21c of gear holding part 21 forward from second live axle 32 that is arranged in first live axle, 31 rears.Tapered portion 21a is coaxial with the axis L 3 of cardan shaft 17, from extending forward corresponding to the position of second live axle 32, and is tapered towards front end 21c.Therefore, front end 21c and the ratio of the fore-and-aft distance between second live axle 32 in gear holding part 21 grow such distance in the described relatively front end and the distance between the live axle of the gear holding part of gear-box, and this distance is equivalent to the distance between first live axle 31 and second live axle 32.Because tapered portion 21a is tapered towards front end 21c, therefore compare with the described relatively tapered portion of gear-box, the radius e of the outer surface 25 of tapered portion 21a can increase towards the rear portion more slowly.Thus, the sectional area that can prevent tapered portion 21a sharply increases towards the rear portion.The tapered portion 21a of this shape can reduce resistance under water.At ship during with the navigation of high headway, disturbance current exceedingly not, thus can be suppressed at gear-box 13 and be arranged in cavitation corrosion around the propulsion device 18 at gear-box 13 rears.
Fore-and-aft distance between front end 21c and the conversion rod 61 is not less than the outside diameter d corresponding to the part of conversion rod 61 of tapered portion 21a
2Therefore, the fore-and-aft distance between the front end 21c and second live axle 32 is longer, and tapered portion 21a can be tapered with little tapering, thereby the external diameter of tapered portion 21a reduces towards the front portion slowly.Thus, resistance under water can be reduced effectively, thereby cavitation corrosion can be suppressed effectively.
Second live axle 32 is with respect to the approximate mid-section that vertically is positioned at gear holding part 21.Therefore, tapered portion 21a can little by little attenuate, thereby can suppress owing to the long fore-and-aft distance between the front end 21c and second live axle 32 causes water the surface friction drag of tapered portion 21a to be increased.
Second live axle 32 is arranged in the approximate mid-section of the longitudinal length of gear holding part 21, thereby the radius e of the outer surface of tapered portion 21a 25 can increase slowly, and can suppress simultaneously increases owing to the long fore-and-aft distance from front end 21c to second live axle 32 causes the surface friction drag tapered portion 21a and the water.
Second live axle 32 is only supported by the upper bearing (metal) 38 and the lower bearing 39 of upside that is arranged in driven gear 35 and downside.Support is in the vertical position that overlaps substantially with the vertical position of actuation gear 34 from the upper bearing (metal) 38 of driven gear 35 upwardly extending upper end portion 32a.Lower bearing 39 supports the underpart 32b of the input gear 51 that output gear mechanism 50 is installed of second live axle 32.Thus, second live axle 32 is only supported by upper bearing (metal) 38 and lower bearing 39, and upper bearing (metal) 38 is positioned at the vertical position that overlaps substantially with the vertical position of actuation gear 34.Therefore, second live axle 32 can be made short and light.Because second live axle 32 is supported and is supported by lower bearing 39 by the upper bearing (metal) 38 that is positioned at driven gear 35 tops, so upper bearing (metal) 38 can easily be installed in the appropriate location.Compared by the quantity of the required constituent elements of the outboard motor of three or more bearings with second live axle corresponding to second live axle 32, the assembly working of the negligible amounts of constituent elements and assembling outboard motor S is less.
Upper bearing (metal) 38 is the double-row conic roller bearings that can bear axial load up and down.Because upper bearing (metal) 38 can bear axial load up and down, therefore second live axle 32 can positively be supported.
The oil pump 70 that is arranged in the gear-box 13 is driven by first live axle 31, and separates with intermediate gear mechanism 33.Therefore, also compare, determine that the degrees of freedom of capacity of oil pump 70 is higher as the situation of oil pump with intermediate gear mechanism 33.Thus, can easily select to have the oil pump of expectation discharge capacity.
Because oil pump 70 is driven by first live axle 31 with the rotating speed rotation higher than the rotating speed of second live axle 32, the oil pump 70 that therefore has the expectation discharge capacity is less, thereby gear-box 13 can be less.
First live axle 31 is provided with discharge route 81, this discharge route 81 be used for being sent to from the oil that oil pump 70 is discharged the parts that needs lubricate (comprise bearing 36,37,38 and 39 and intermediate gear mechanism 33).Be formed on first live axle 31 owing to be used for transmitting the discharge route 81 of oil, so gear-box 13 needn't be provided with any discharge route, thereby gear-box 13 can form small size to the lubricated parts of needs.
The small gear 63a that is used to make the mutual interlocking gear 63 of the operating device of clutch 54 operations to comprise to be installed on the conversion rod 61 and with operating stem 52 integrally formed and be parallel to that cardan shaft 17 extends and with the tooth bar 63b of small gear 63a engagement.Mutual interlocking gear 63 and transverse movement unlike the mutual interlocking gear that comprises cam pin and cam mechanism.Operating stem 62 can move in wide range according to the rotation angle of conversion rod 61.Therefore, the external diameter of the part of gear-box 13 around mutual interlocking gear 63 can be less, thereby resistance is lower under water for gear-box 13.
Gear-box 13 has the gear holding part 21 that keeps output gear mechanism 50, cardan shaft 17 and mutual interlocking gear 63.And the axial distance between the axis L 4 of the axis L 2 of the underpart 32b of second live axle 32 that engages of output gear mechanism 50 and conversion rod 61 is greater than the outside diameter d 1 corresponding to the part of axis L 2 of gear holding part 21.Therefore, the front portion from central axis L2 extends forward of gear holding part 21 can form long and narrow shape, and the external diameter of gear holding part 21 increases backward from front end 21c slowly, thereby has reduced resistance under water effectively.
First live axle 31 is connected to internal-combustion engine E, and second live axle 32 passes through intermediate gear mechanism 33 and 31 interlockings of first live axle, thereby gives output gear mechanism 50 with the transmission of power of first live axle 31.Make the rotating speed of first live axle 31 be reduced to the rotating speed of second live axle 32 by intermediate gear mechanism 33, and output gear mechanism 50 is driven by second live axle 32 with the rotating speed rotation that reduces.Therefore, the reduction speed ratio of output gear mechanism 50 can be lower, thereby the gear holding part 21 of gear-box 13 can form small size.
First live axle 31 and second live axle 32 rotatably are supported on the gear-box 13, and second live axle 32 extends beyond the vertical position corresponding to the lower end of first live axle 31 downwards.Gear-box 13 is provided with the water intake 98 of raw water service pump 90 pump up water, and water intake 98 is formed on the place ahead of second live axle 32 and with respect to Vertical direction between first live axle 31 and output gear mechanism 50.Because water intake 98 is formed in the front side and the space below first live axle 31 of second live axle 32 that is arranged in first live axle, 31 rears, so water intake 98 makes that water pump 90 can be with sufficiently high speed pump up water.
Axial distance between the front end 98a of each water intake 98 and the axis L 1 of first live axle 31 equals apart from δ.Thus, water intake 98 can form has large scale, so that its front end 98a is positioned at the axis L 1 of distance first live axle 31 to front distance δ place.
At least a portion of the lower end 98d of each water intake 98 is positioned at the front side of the backward gear 53 of output gear mechanism 50, promptly be positioned at the front side of the input gear 51 and the forward gear 52 of output gear mechanism 50, and be positioned at the vertical position that overlaps substantially with the vertical position of input gear 51.Thus, be reduced to the vertical position that overlaps substantially with the vertical position of importing gear 51 in the space that the lower end 98d with required area opening of each water intake 98 can extend on the front side of backward gear 53.Therefore, water intake 98 can avoid sucking air by water intake 98, thereby internal-combustion engine E can be properly cooled above the water surface hardly.
The modification of previous embodiment will be described below.
The output gear mechanism 50 of previous embodiment is the standard rotation type.The output gear mechanism 150 of counterrotating type is described with reference to Fig. 7 A below.When being installed in two outboard motors on the hull, the corresponding propulsion device of these two outboard motors is respectively with opposite counterrotating.One of these two outboard motors are provided with the output gear mechanism of standard rotation type, and another outboard motor is provided with the output gear mechanism of counterrotating type.
Outboard motor in this modification is structurally basic identical except output gear mechanism 150.In Fig. 7 A and Fig. 7 B, where necessary, represent with identical reference character with similar shown in Fig. 1 to Fig. 6 or corresponding parts.
In output gear mechanism 150, forward gear 152 is supported in two bearings 46 and 47 on the anterior 17a of cardan shaft 17, and with respect to the position on the front side of the axis L 2 of the input gear 51 that vertically is arranged in gear holding part 21.Backward gear 153 is supported in the bearing 48 and 49 on the anterior 17a, and with respect to the position on the rear side of the axis L 2 that vertically is positioned at input gear 51.
Shown in Fig. 7 B, the recess 62c of operating stem 62 (seeing Fig. 5 B) is connected to joint 55a in the lateral reversal position with respect to the output gear mechanism 150 of standard rotation type.Thus, tooth bar 63b is arranged in the lateral reversal position with respect to small gear 63a.
Shown in Fig. 7 A, when conversion rod 61 rotates so that small gear 63a when clockwise rotating, tooth bar 63b and operating stem 62 move forward, and transducer 55 moves forward so that clutch 54 is set in progressive position.Shown in Fig. 7 B, when conversion rod 61 rotates so that small gear 63a when rotating counterclockwise, tooth bar 63b and operating stem 62 move backward, and transducer 55 moves backward and puts so that clutch 54 is set in to fall back.
When such change is connected to the method for transducer 55 with operating stem 62, can come control setting that the moving direction of ship of the outboard motor of counterrotating type is arranged in the mode of the conversion rod 61 of the outboard motor of operation standard rotation type.
Shown in Fig. 7 A, can from be used for the lubricated bearing 36,37,38 that remains on gear- box 13 and 39 and the lubrication system of intermediate gear mechanism 33 in omit and the volute pump 71 corresponding devices shown in Fig. 2.
Can omit oil pump 70 (that is, trochoid pump) from this lubrication system, volute pump 71 can combine with first live axle 31 or second live axle 32, bearing 36,37,38 and 39 and intermediate gear mechanism 33 can use oil to lubricate by volute pump 71 pumpings.
Described internal-combustion engine can be a single-cylinder engine, the in-line multi-cylinder internal-combustion engine except the in-line four cylinder internal-combustion engine or such as the V-type internal combustion engine of V-6 internal-combustion engine.Described Ship Propeling machine can be an inboard motor.
Claims (4)
1, a kind of marine propeller, this marine propeller comprises: motor (E); By first live axle (31) that described motor (E) drives, when this marine propeller floated on the surface, the axis normal of this first live axle (31) was in horizontal plane; Be arranged in described first live axle (31) the rear and with second live axle (32) of described first live axle (31) interlocking, this second live axle (32) is parallel to described first live axle (31); The output gear mechanism (50) that drives by described second live axle (32) only; The cardan shaft (17) that has longitudinal center's axis and drive by described output gear mechanism (50); Common water-immersed gear-box (13), this gear-box (13) have the gear holding part (21) that keeps described output gear mechanism (50) and described cardan shaft (17); And the conversion rod (61) that is used to switch the driving direction of described output gear mechanism (50), this conversion rod (61) is arranged in the described gear-box (13), and this conversion rod (61) is parallel with described second live axle and in the place ahead of described second live axle;
This marine propeller is characterised in that:
Described gear holding part (21) has tapered portion (21a), this tapered portion (21a) is from extending to the front end (21c) of described gear holding part (21) in the vertical forward corresponding to the position of described second live axle (32), and is tapered towards the described front end (21c) of described gear holding part (21);
And, the described front end (21c) of described gear holding part (21) and the fore-and-aft distance (f2) between the described conversion rod (61) be not shorter than described tapered portion (21a) described vertically on corresponding to the external diameter of the part of described conversion rod (61).
2, marine propeller according to claim 1, wherein, described second live axle (32) is with respect to the approximate mid-section that vertically is arranged in described gear holding part (21).
3, marine propeller according to claim 1, wherein, the fore-and-aft distance between the central axis (L4) of the central axis (L2) of described second live axle (32) and described conversion rod (61) is greater than the external diameter (d1) corresponding to the part of the described central axis (L2) of described second live axle (32) of described gear holding part (21).
4, marine propeller according to claim 1, wherein, the minimizing ratio that the radius (e) in the central axis (L1) of described first live axle (31) and the part between the described front end (21c) of described tapered portion (21a) reduces towards the front portion is bigger towards the minimizing ratio of front portion minimizing than the radius (e) of the part between the central axis (L1) of the central axis (L2) of described second live axle (32) and described first live axle (31) of described tapered portion (21a).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2006182271 | 2006-06-30 | ||
| JP2006182268A JP4912769B2 (en) | 2006-06-30 | 2006-06-30 | Ship propulsion device with drive shaft |
| JP2006182268 | 2006-06-30 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101096989A CN101096989A (en) | 2008-01-02 |
| CN100526676C true CN100526676C (en) | 2009-08-12 |
Family
ID=39011010
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2007101126914A Expired - Fee Related CN100526676C (en) | 2006-06-30 | 2007-06-27 | Marine propulsion machine having drive shaft |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP4912769B2 (en) |
| CN (1) | CN100526676C (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5841915B2 (en) * | 2012-08-21 | 2016-01-13 | 本田技研工業株式会社 | Outboard motor |
| GB2582275B (en) * | 2019-03-07 | 2021-06-30 | Cox Powertrain Ltd | A marine outboard motor with drive shaft and cooling system |
| CN114135654A (en) * | 2021-11-25 | 2022-03-04 | 智新科技股份有限公司 | Lubricating oil directional distribution device and speed reducer |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2718792A (en) * | 1952-08-04 | 1955-09-27 | Elmer C Kiekhaefer | Reversible lower gear unit for outboard motors |
| US3138136A (en) * | 1959-05-13 | 1964-06-23 | Harry J Nichols | Controllable reversible pitch propeller |
| US3148557A (en) * | 1962-03-22 | 1964-09-15 | Outboard Marine Corp | Twin counter-rotating drive shaft engine |
| US3556041A (en) * | 1967-03-30 | 1971-01-19 | Outboard Marine Corp | Exhaust system for marine propulsion device |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4323354A (en) * | 1979-02-15 | 1982-04-06 | Outboard Marine Corporation | Two-speed automatic transmission for a marine propulsion device |
| JPS63126194A (en) * | 1986-11-17 | 1988-05-30 | 日立照明株式会社 | Lighting appliance with delayed extinguisher |
| JPH0321589A (en) * | 1989-06-19 | 1991-01-30 | Sanshin Ind Co Ltd | Vessel propulsive machine with a plurality of drive shafts |
| JPH0826189A (en) * | 1994-07-15 | 1996-01-30 | Sanshin Ind Co Ltd | Ship propulsion device |
| JP3539591B2 (en) * | 1995-09-04 | 2004-07-07 | ヤマハマリン株式会社 | Ship propulsion device |
-
2006
- 2006-06-30 JP JP2006182268A patent/JP4912769B2/en not_active Expired - Fee Related
-
2007
- 2007-06-27 CN CNB2007101126914A patent/CN100526676C/en not_active Expired - Fee Related
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2718792A (en) * | 1952-08-04 | 1955-09-27 | Elmer C Kiekhaefer | Reversible lower gear unit for outboard motors |
| US3138136A (en) * | 1959-05-13 | 1964-06-23 | Harry J Nichols | Controllable reversible pitch propeller |
| US3148557A (en) * | 1962-03-22 | 1964-09-15 | Outboard Marine Corp | Twin counter-rotating drive shaft engine |
| US3556041A (en) * | 1967-03-30 | 1971-01-19 | Outboard Marine Corp | Exhaust system for marine propulsion device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101096989A (en) | 2008-01-02 |
| JP2008007066A (en) | 2008-01-17 |
| JP4912769B2 (en) | 2012-04-11 |
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Granted publication date: 20090812 Termination date: 20210627 |