JP2004245350A - Shift change device for outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift change device for an outboard motor in which an actuator is used for a drive source for a shift rod to improve operation feeling, in which a connection mechanism for the shift rod and the actuator is simplified to restrict increase of the number of parts or weight, or not impair space in a hull, and in which the shift rod can be operated by other means than the actuator. <P>SOLUTION: The shift rod 80 is rotated by an electric motor 50 for shifting disposed inside the outboard motor, so that a shift change in the outboard motor 10 is power-assisted. On a reduction gear mechanism 92 to transmit output of the electric motor 50 for shifting to the shift rod 80, an emergency gear 100 that can be manually operated is provided. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an outboard motor shift change device (transmission).
[0002]
[Prior art]
Generally, in a shift change device for an outboard motor, a shift rod provided with a cam at the tip is driven in the axial direction (vertical direction) to slide a shift slider, and a shifter clutch is moved to either a forward gear or a reverse gear. A shift change is performed by engaging the crab.
[0003]
Alternatively, a rod pin is provided at a position eccentric from the center axis at the tip of the shift rod, and the movement of the rod pin caused by rotating the shift rod (that is, the movement trajectory is a circular arc whose radius is the eccentric amount of the rod pin) The shift change is performed by sliding the shift slider.
[0004]
In the above-described shift change device, if the shift rod is driven manually, the operation feeling is not good because the operation load is heavy. For this reason, an actuator is arranged outside the outboard motor, specifically, on the hull, and connected to the shift rod inside the outboard motor via a cable or link mechanism, thereby driving the shift rod and controlling the shift change by power. It has been proposed to assist (for example, see Patent Document 1).
[0005]
[Patent Document 1]
JP-A-4-95598 (FIG. 1 etc.)
[0006]
[Problems to be solved by the invention]
However, in the technology according to Patent Document 1 described above, an actuator for driving the shift rod is disposed on the hull and connected to the shift rod inside the outboard motor via a cable or a link mechanism, so that the configuration is complicated. As a result, the number of parts and the weight are increased, and a space for mounting the actuator on the hull is required. Further, it is desirable that the shift rod can be operated by means other than the actuator in case of failure of the actuator.
[0007]
Therefore, an object of the present invention is to solve the above-described problems and to improve the operation feeling by using an actuator as a drive source of the shift rod, and to simplify the connection mechanism between the shift rod and the actuator to increase the number of parts and increase the weight. An object of the present invention is to provide a shift change device for an outboard motor in which the shift rod is operated by means other than the actuator while suppressing the space of the hull while suppressing the hull.
[0008]
[Means for Solving the Problems]
In order to solve the above-mentioned object, according to the present invention, in claim 1, a shift change is performed by driving a shift rod to engage a shifter clutch with either a forward gear or a reverse gear, and to output an output of the internal combustion engine. In a shift change device of an outboard motor that transmits to a propeller to advance or reverse a hull, an actuator that drives the shift rod, and a reduction gear that reduces the output of the actuator and transmits the output to the shift rod, The reduction gear is provided with a manually operable emergency gear.
[0009]
As described above, since the shift rod is driven by the actuator disposed inside the outboard motor, the operation load is reduced as compared with the manual operation of the shift rod, and the operation feeling is improved. Can be. Furthermore, since the connection mechanism between the shift rod and the actuator can be simplified as compared with the case where the actuator is arranged on the hull, increase in the number of parts and weight can be suppressed, and space of the hull can be reduced. Absent. In addition, since the reduction gear for transmitting the output of the actuator to the shift rod is provided with a manually operable emergency gear, the shift rod can be operated by means other than the actuator, that is, manually.
[0010]
According to a second aspect of the present invention, the emergency gear includes a slide mechanism for establishing or releasing the engagement with the reduction gear by manual operation.
[0011]
As described above, since the emergency gear is configured to include the slide mechanism that establishes or releases the engagement with the reduction gear by manual operation, the drive source of the shift rod is easily switched from the actuator to the manual or from the manual to the actuator. be able to.
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
A shift change device for an outboard motor according to one embodiment of the present invention will be described below with reference to the accompanying drawings.
[0013]
FIG. 1 is a schematic view showing the entire outboard motor shift change device, and FIG. 2 is a partial explanatory side view of FIG.
[0014]
1 and 2, reference numeral 10 denotes an outboard motor in which an internal combustion engine, a propeller shaft, a propeller, and the like are integrated. As shown in FIG. 2, the outboard motor 10 includes a swivel case 12 in which a swivel shaft and a shift rod (both will be described later) are rotatably housed, and a stern bracket 14 to which the swivel case 12 is connected. ) Attached to the tail of 16 so as to be steerable around the gravity axis and the horizontal axis.
[0015]
The outboard motor 10 includes an internal combustion engine (hereinafter, referred to as “engine”) 18 at an upper portion thereof. The engine 18 is a spark-ignition in-line four-cylinder four-stroke gasoline engine with a displacement of 2200 cc. The engine 18 is located on the surface of the water, covered with an engine cover 20 and disposed inside the outboard motor 10. An electronic control unit (hereinafter, referred to as “ECU”) 22 including a microcomputer is arranged near the engine 18 covered with the engine cover 20.
[0016]
Further, the outboard motor 10 includes a propeller 24 at a lower portion thereof and a rudder 26 provided near the propeller 24. The power of the engine 18 is transmitted to the propeller 24 via a crankshaft, a drive shaft, a gear mechanism, and a shift mechanism (not shown) to move the hull 16 forward or backward.
[0017]
As shown in FIG. 1, a steering wheel 28 is arranged near the cockpit of the hull 16. A steering angle sensor 30 is disposed near the steering wheel 28, and outputs a signal corresponding to the steering (operation) angle of the steering wheel 28 input by the driver. A throttle lever 32 is disposed on the right side of the cockpit, and a throttle lever position sensor 34 is disposed near the throttle lever 32, and outputs a signal corresponding to the position of the throttle lever 32 operated by the pilot.
[0018]
A shift lever 36 is disposed at a position adjacent to the throttle lever 32, and a shift lever position sensor 38 is disposed near the shift lever 36. The position of the shift lever 36 operated (shifted) by the operator, specifically, And outputs a signal corresponding to any one of neutral, forward, and reverse.
[0019]
Further, a power tilt switch 40 for adjusting the tilt angle of the outboard motor 10 and a power trim switch 42 for adjusting the trim angle are arranged near the cockpit, and the tilt input by the operator is increased. -Outputs signals according to the instruction for down and trim up / down. The outputs of the steering angle sensor 30, the throttle lever position sensor 34, the shift lever position sensor 38, the power tilt switch 40, and the power trim switch 42 are sent to the ECU 22 via signal lines 30L, 34L, 38L, 40L, and 42L, respectively. Can be
[0020]
A rotation angle sensor 44 (shown in FIG. 2) is disposed above a shift rod, which will be described later, and outputs a signal corresponding to the rotation angle of the shift rod. The output of the rotation angle sensor 44 is sent to the ECU 22 via a signal line 44L.
[0021]
In the vicinity of the swivel case 12 and the stern bracket 14, a steering actuator, specifically, an electric motor 46 (hereinafter referred to as “steering electric motor”), and a well-known device for adjusting a tilt angle and a trim angle are provided. Are arranged, and are connected to the ECU 22 via signal lines 46L and 48L, respectively. Further, inside the engine case 20, a shift change actuator for rotating the shift rod, specifically, an electric motor 50 (hereinafter, referred to as “shift electric motor”) is arranged, and is connected via a signal line 50L. Connected to ECU22.
[0022]
The ECU 22 drives the steering electric motor 46 to steer the outboard motor 10 based on the outputs of the sensors and switches described above, and operates the power tilt trim unit 48 to control the tilt angle and trim of the outboard motor 10. Adjust the angle. In addition, the shift electric motor 50 is driven to perform a shift change, and a throttle valve opening / closing electric motor (not shown) is driven to adjust the rotation speed of the engine 18.
[0023]
FIG. 3 is an explanatory side view showing FIG. 2 in an enlarged manner. In FIG. 3, a part of the drawing is shown in a cross section.
[0024]
As shown in FIG. 3, the power tilt trim unit 48 includes one tilt angle adjusting hydraulic cylinder (hereinafter referred to as “tilt hydraulic cylinder”) 48a and two (only one is shown in the figure) trim angles. An adjusting hydraulic cylinder (hereinafter referred to as “trim hydraulic cylinder”) 48b is integrally provided.
[0025]
The tilt hydraulic cylinder 48 a has a cylinder bottom fixed to the stern bracket 14 and attached to the hull 16, and a rod head of a piston rod is brought into contact with the swivel case 12. The hydraulic cylinder 48b for trim also has the cylinder bottom fixed to the stern bracket 14 and attached to the hull 16, and the rod head of the piston rod is brought into contact with the swivel case 12.
[0026]
The swivel case 12 is connected to the stern bracket 14 via a tilting shaft 52. In other words, the swivel case 12 is connected to the hull 16 around the tilting shaft 52 so as to be capable of relative angular displacement. In the swivel case 12, a swivel shaft 54 is rotatably housed. The swivel shaft 54 has an upper end fixed to the mount frame 56 and a lower end fixed to a lower mount center housing (not shown). The mount frame 56 and the lower mount center housing are respectively fixed to frames on which the engine 18 and the like are mounted.
[0027]
The electric motor 46 for steering described above and a gear box 60 for reducing the output (rotation output) of the electric motor 46 for steering are fixed to the upper part of the swivel case 12. The input side of the gear box 60 is connected to the output shaft of the steering electric motor 46, and the output side is connected to the mount frame 56. That is, when the mount frame 56 is rotated by the rotation output of the electric motor 46 for steering, the horizontal steering of the outboard motor 10 is power-assisted, and thus the propeller 24 and the rudder 26 are steered. The total steering angle of the outboard motor 10 is 30 degrees left turning and 30 degrees right turning, for a total of 60 degrees.
[0028]
The output of the engine 18 (not shown in FIG. 3) is transmitted to a propeller shaft 74 housed in a gear case 72 via a crankshaft (not shown) and a drive shaft 70, and a propeller fixed thereto. Rotate 24. The gear case 72 integrally includes the ladder 26 described above.
[0029]
FIG. 4 is an explanatory diagram showing the vicinity of the propeller shaft 74 in an enlarged manner. Hereinafter, the transmission of power to the propeller shaft 74 will be described in detail with reference to FIG.
[0030]
As shown in FIG. 4, on the outer periphery of the propeller shaft 74, a forward gear 76F and a reverse gear 76R, which mesh with a drive gear 70a fixed to the lower end of the drive shaft 70 and rotate in opposite directions, are arranged. The forward gear 76F and the reverse gear 76R are formed with a plurality of forward gear-side pawls 76Fa and reverse gear-side pawls 76Ra, respectively. Further, a shifter clutch 78 that rotates integrally with the propeller shaft 74 is provided between the forward gear 76F and the reverse gear 76R.
[0031]
The shifter clutch 78 has a cylindrical shape with the propeller shaft 74 as the axial direction, and a plurality of forward selection pawls 78F that mesh with the forward gear side pawls 76Fa are formed on the side surface on the forward gear 76F side. At the same time, a plurality of reverse selection pawls 78R that mesh with the aforementioned reverse gear side pawls 76Ra are formed on the side surface on the reverse gear 76R side. That is, a forward selection claw 78F and a reverse selection claw 78R formed on the shifter clutch 78, a forward gear-side claw 76Fa formed on the forward gear 76F, and a reverse gear-side claw formed on the reverse gear 76R. The engagement clutch 76Ra constitutes a dog clutch.
[0032]
A shift rod 80 is rotatably housed inside the gear case 72, and a rod pin 82 is provided on a bottom surface of an end portion of the shift rod 80 at a position eccentric from its central axis.
[0033]
The rod pin 82 is inserted into a concave portion 84a of a shift slider 84 disposed below the shift rod 80. The shift slider 84 is slidably disposed on an extension axis of the propeller shaft 74 and the shifter clutch 78, and is connected to the shifter clutch 78 via a spring 86.
[0034]
Note that the positions of the shifter clutch 78 and the rod pin 82 shown in FIG. 4 indicate when the shift position is at the neutral position (neutral). FIG. 5 shows the positions of the shifter clutch 78 and the rod pin 82 when the shift position is at the forward position, and FIG. 6 shows the positions when the shift position is at the reverse position.
[0035]
As shown in FIGS. 4 to 6, by rotating the shift rod 80, the rod pin 82 draws an arc-shaped movement trajectory whose radius is the amount of eccentricity of the shift rod 80 from the center axis 80c. That is, by rotating the shift rod 80, the rod pin 82 generates a displacement in the sliding direction of the shift slider 84 (that is, the direction of the extension axis SS of the shift slider 84). Thus, the shift slider 84 and the shifter clutch 78 are slid (slid), and the shifter clutch 78 is engaged with either the forward gear 76F or the reverse gear 76R, or a neutral (neutral) position not engaged with either of them. It is said.
[0036]
Specifically, as shown in FIG. 4, at the neutral position, the line connecting the center axis 80 c of the shift rod 80 and the rod pin 82 is orthogonal to the extension axis SS of the shift slider 84. The rotation angle of the shift rod 80 at this time is set to zero degree. When the rotation angle of the shift rod 80 is zero degree, the forward selection claw 78F formed on the shifter clutch 78 and the forward gear side claw 76Fa formed on the forward gear 76F do not mesh with each other, and the reverse selection claw is not provided. The reverse gear side pawl 76Ra formed on the portion 78R and the reverse gear 76R also does not mesh. That is, the shifter clutch 78 is not engaged with either the forward gear 76F or the reverse gear 76R.
[0037]
On the other hand, as shown in FIG. 5, by rotating the shift rod 80 90 degrees clockwise from the neutral position in a top view, in other words, by rotating the shift rod 80 and moving the rod pin 82 on the extension axis SS. As a result, the rod pin 82 is displaced in the direction of the extension axis SS by the same amount as the amount of eccentricity. As a result, the shift slider 84 and the shifter clutch 78 are slid toward the forward gear 76F, and the forward selecting pawl 78F formed on the shifter clutch 78 and the forward gear side pawl 76Fa formed on the forward gear 76F mesh with each other. Therefore, shifter clutch 78 is engaged with forward gear 76F.
[0038]
This is the same for the reverse travel, as shown in FIG. 6, by rotating the shift rod 80 counterclockwise from the neutral position by 90 degrees in a top view to position the rod pin 82 on the extended axis SS, thereby shifting the shift slider. 84 and the shifter clutch 78 are slid toward the reverse gear 76R, and the reverse selection claw 78R formed on the shifter clutch 78 and the reverse gear side claw 76Ra formed on the reverse gear 76R mesh with each other. The reverse gear 76R is engaged.
[0039]
Returning to the description of FIG. 3, the shift rod 80 penetrates the gear case 72 and the swivel case 12 (specifically, the internal space of the swivel shaft 54 housed therein) as shown in the figure, and the upper end thereof has an engine cover. Reach inside 20. The mount frame 56 is located above the shift rod 80, and a unit 90 integrally provided with the shift electric motor 50, a reduction gear (reduction gear), a sensor (described later), and the like is arranged on the mount frame 56. Is done.
[0040]
7 is a cross-sectional view taken along the line VII-VII of FIG. 3, and FIG. 8 is an enlarged explanatory view (partially transparent view) of the unit 90 shown in FIG. FIG. 9 is a sectional view taken along line IX-IX of FIG.
[0041]
As shown in FIGS. 3 and 7 to 9, the unit 90 includes a shift electric motor 50, a reduction gear mechanism 92 for reducing the output (rotation output) thereof, and rotation of an output shaft 92 os of the reduction gear mechanism 92. The rotation angle sensor 44 for detecting an angle is formed integrally with the rotation angle sensor 44, and is detachably fixed to the mount frame 56 inside the engine cover 20 via a plurality of bolts. The shift electric motor 50 is connected to the ECU 22 via a harness 96 (shown in FIGS. 7 and 9).
[0042]
8 and 9, a motor-side gear 50a is fixed to the output shaft 50os of the shift electric motor 50, and the motor-side gear 50a has a larger diameter (that is, a larger number of teeth). The first reduction gear 92a is engaged with the first reduction gear 92a.
[0043]
A second reduction gear 92b having a smaller diameter (ie, having a smaller number of teeth) is coaxially fixed to the first reduction gear 92a, and the second reduction gear 92b has a larger diameter than the second reduction gear 92b. 3 is engaged with the reduction gear 92c. A fourth reduction gear 92d having a smaller diameter than the third reduction gear 92c is fixed coaxially with the third reduction gear 92c.
[0044]
A fifth reduction gear 92e having a diameter larger than that of the fourth reduction gear 92d is fixed to the output shaft 92os of the reduction gear mechanism 92, and the fourth reduction gear 92d is meshed with the fifth reduction gear 92e.
[0045]
As shown in FIG. 9, an output shaft side gear 92f is fixed near the lower end of the output shaft 92os of the reduction gear mechanism 92. The output shaft side gear 92f is engaged with a shift rod side gear 80a fixed near the upper end of the shift rod 80, so that the output of the shift electric motor 50 is reduced and transmitted to the shift rod 80. That is, the shift output of the outboard motor 10 is power assisted by the rotation output of the shift electric motor 50. Thereby, the operation load can be reduced as compared with the manual operation of the shift rod, and the operation feeling can be improved.
[0046]
The rotation angle sensor 44 described above is disposed immediately above the output shaft 92os of the reduction gear mechanism 92. The rotation angle sensor 44 is connected to the ECU 22 via a connector 44a and a harness (not shown), and outputs a signal to the ECU 22 according to the rotation angle of the output shaft 92os, in other words, the rotation angle of the shift rod 80. The ECU 22 performs a shift change by driving the shift electric motor 50 based on signals sent from the shift lever position sensor 38 and the rotation angle sensor 44.
[0047]
Here, as shown in FIG. 8, the reduction gear mechanism 92 includes an emergency gear 100 in addition to the gears described above.
[0048]
FIG. 10 is an enlarged sectional view taken along line XX of FIG. As shown in FIGS. 8 and 10, the emergency gear 100 meshes with the third reduction gear 92c. As shown in FIGS. 7, 8 and 10, the shaft 100s of the emergency gear 100 has an upper portion penetrating the upper surface of the unit 90 and protruding to the outside (the internal space of the engine cover 20), and has an upper end. An operation lever 102 having a substantially hexagonal shape as viewed from above is attached to the (projecting portion outside). Thus, the operator can operate the operation lever 102 by removing the engine cover 20, and thus can rotate the third reduction gear 92c. That is, the operator can manually perform the shift change by rotating the shift rod 80 as needed.
[0049]
As shown in FIG. 11, the emergency gear 100 is configured to be slidable in the vertical direction, and when there is no need to manually perform a shift change, the emergency gear 100 is disposed between the upper surface of the unit 90 and the operation lever 102. The spacer 104 is inserted. Accordingly, the emergency gear 100 is moved upward by the thickness of the spacer 104, and the engagement with the third reduction gear 92c is released.
[0050]
FIG. 12 is a top view of the spacer 104. As shown in FIG. 12, the spacer 104 has a substantially rectangular shape in a top view, and a hole 104a having a diameter substantially equal to the diameter of the shaft 100s of the emergency gear 100 is formed near the center thereof. A cutout 104b having a width slightly smaller than the diameter of the hole 104a is formed on one side of the spacer 104 so as to be continuous with the hole 104a. As described above, since the spacer 104 is made of resin, the width of the notch 104b can be easily enlarged, so that the spacer 104 can be manually removed. In other words, the engagement between the emergency gear 100 and the third reduction gear 92c can be easily established or released manually.
[0051]
As described above, in the outboard motor shift change device according to one embodiment of the present invention, the shift rod 80 is rotated by the shift electric motor 50 disposed inside the outboard motor 10, Therefore, since the power assist is provided for the shift change of the outboard motor 10, the operation load becomes lighter than the manual operation of the shift rod, and the operation feeling can be improved.
[0052]
Further, since the distance between the shift electric motor 50 and the shift rod 80 is shorter than when the shift electric motor 50 is arranged on the hull 16, the connection mechanism between the shift electric motor 50 and the shift rod 80 can be simplified, Therefore, increase in the number of parts and weight can be suppressed, and the space of the hull 16 is not impaired. Further, since the reduction gear mechanism 92 for transmitting the output of the shift electric motor 50 to the shift rod 80 is provided with the manually operable emergency gear 100, the shift rod 80 can be provided by means other than the shift electric motor 50, namely, Can be operated manually.
[0053]
Further, a spacer 104 that can be manually attached and detached is used as a slide mechanism that slides the emergency gear 100 to establish or release the engagement with the reduction gear mechanism 92 (more specifically, the third reduction gear 92c). With such a configuration, the drive source of the shift rod 80 can be easily switched from the shift electric motor 50 to manual or from manual to the shift electric motor 50.
[0054]
Next, a shift change device for an outboard motor according to a second embodiment of the present invention will be described with reference to FIG.
[0055]
FIG. 13 is a cross-sectional view similar to FIG. 12, showing the emergency gear 100 and the like in the outboard motor shift change device according to the second embodiment.
[0056]
Hereinafter, a description will be given focusing on a difference from the previous embodiment. In the second embodiment, a spring 110 (specifically, a compression mechanism) is provided between the upper surface of the unit 90 and the operation lever 102. (Coil spring). Accordingly, the emergency gear 100 is moved upward by the urging force of the spring 110, and the engagement with the third reduction gear 92c is released. On the other hand, when the shift change is performed manually, the engagement with the third reduction gear 92c can be established by manually pressing the operation lever 102 downward against the urging force of the spring 110.
[0057]
As described above, in the second embodiment, a slide mechanism that slides the emergency gear 100 to establish or release the engagement with the reduction gear mechanism 92 (more specifically, the third reduction gear 92c) is used. , The manually-compressible spring 110 is used. Therefore, similarly to the first embodiment, the drive source of the shift rod 80 is changed from the shift electric motor 50 to manual or from the manual shift electric motor 50. Can be easily switched to
[0058]
Note that the remaining configuration and the effects obtained thereby are the same as those in the first embodiment, and thus description thereof will be omitted.
[0059]
As described above, in the first and second embodiments of the present invention, shift change is performed by rotating shift rod 80 to engage shifter clutch 78 with either forward gear 76F or reverse gear 76R. An actuator (shifting electric motor 50) for driving the shift rod 80 in a shift change device of the outboard motor 10 for transmitting the output of the internal combustion engine (engine 18) to the propeller 24 to move the hull 16 forward or backward. A reduction gear (reduction gear mechanism 92) for reducing the output of the actuator and transmitting it to the shift rod is provided, and the reduction gear is provided with a manually operable emergency gear 100.
[0060]
Further, the emergency gear 100 includes a slide mechanism (spacer 104, spring 110) for establishing or releasing the engagement with the reduction gear (reduction gear mechanism 92; specifically, the third reduction gear 92c) by manual operation. It was configured as follows.
[0061]
【The invention's effect】
According to the first aspect, the shift rod is driven by the actuator disposed inside the outboard motor, so that the operation load is lighter than the manual operation of the shift rod and the operation fee is reduced. The ring can be improved. Furthermore, since the connection mechanism between the shift rod and the actuator can be simplified as compared with the case where the actuator is arranged on the hull, increase in the number of parts and weight can be suppressed, and space of the hull can be reduced. Absent. In addition, since the reduction gear for transmitting the output of the actuator to the shift rod is provided with a manually operable emergency gear, the shift rod can be operated by means other than the actuator, that is, manually.
[0062]
According to the second aspect, the emergency gear is configured to include a slide mechanism that establishes or releases the engagement with the reduction gear by manual operation. Therefore, the drive source of the shift rod is manually operated from the actuator or manually. It is possible to easily switch to the actuator.
[Brief description of the drawings]
FIG. 1 is an explanatory view showing an entire outboard motor shift change device according to one embodiment of the present invention.
FIG. 2 is a partial explanatory side view of the apparatus shown in FIG.
FIG. 3 is an explanatory side view showing an enlarged view of FIG. 2;
FIG. 4 is an explanatory view showing the vicinity of a propeller shaft shown in FIG. 3;
5 is an explanatory view showing the vicinity of the propeller shaft shown in FIG. 3 in the same manner.
6 is an explanatory view showing the vicinity of the propeller shaft shown in FIG. 3 in the same manner.
FIG. 7 is a sectional view taken along line VII-VII of FIG. 3;
FIG. 8 is an explanatory view (partially transparent view) showing the unit shown in FIG. 7 in an enlarged manner.
FIG. 9 is a sectional view taken along line IX-IX of FIG. 8;
FIG. 10 is an enlarged sectional view taken along line XX of FIG. 8;
11 is a sectional view taken along line XX of FIG. 8 in the same manner.
FIG. 12 is a top view of the spacer shown in FIG. 11;
FIG. 13 is a sectional view similar to FIG. 11, showing the vicinity of an emergency gear in a shift change device for an outboard motor according to a second embodiment of the present invention.
[Explanation of symbols]
10 Outboard motor 16 Hull 18 Engine (internal combustion engine)
24 Propeller 50 Shift electric motor (actuator)
76F Forward gear 76R Reverse gear 78 Shifter clutch 80 Shift rod 92 Reduction gear mechanism (reduction gear)
92a First reduction gear (reduction gear)
92b Second reduction gear (reduction gear)
92c Third reduction gear (reduction gear)
92d fourth reduction gear (reduction gear)
92e Fifth reduction gear (reduction gear)
100 Emergency gear 104 Spacer (slide mechanism)
110 spring (slide mechanism)

Claims (2)

A shift change device for an outboard motor that drives a shift rod to engage a shifter clutch with either a forward gear or a reverse gear to perform a shift change, and transmits the output of an internal combustion engine to a propeller to move the hull forward or backward. , An actuator that drives the shift rod, and a reduction gear that reduces the output of the actuator and transmits the output to the shift rod, and that the reduction gear is provided with a manually operable emergency gear. Outboard motor shift change device. 2. The shift change device for an outboard motor according to claim 1, wherein the emergency gear is provided with a slide mechanism for establishing or releasing engagement with the reduction gear by manual operation.

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