JP2009184604A - Outboard motor - Google Patents

Outboard motor Download PDF

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Publication number
JP2009184604A
JP2009184604A JP2008028851A JP2008028851A JP2009184604A JP 2009184604 A JP2009184604 A JP 2009184604A JP 2008028851 A JP2008028851 A JP 2008028851A JP 2008028851 A JP2008028851 A JP 2008028851A JP 2009184604 A JP2009184604 A JP 2009184604A
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Japan
Prior art keywords
housing
oil
power transmission
outboard motor
passage
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Pending
Application number
JP2008028851A
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Japanese (ja)
Inventor
Yoshihiko Okabe
吉彦 岡部
Original Assignee
Yamaha Motor Co Ltd
ヤマハ発動機株式会社
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Application filed by Yamaha Motor Co Ltd, ヤマハ発動機株式会社 filed Critical Yamaha Motor Co Ltd
Priority to JP2008028851A priority Critical patent/JP2009184604A/en
Publication of JP2009184604A publication Critical patent/JP2009184604A/en
Pending legal-status Critical Current

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63HMARINE PROPULSION OR STEERING
    • B63H20/00Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/14Transmission between propulsion power unit and propulsion element
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63HMARINE PROPULSION OR STEERING
    • B63H20/00Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/001Arrangements, apparatus and methods for handling fluids used in outboard drives
    • B63H20/002Arrangements, apparatus and methods for handling fluids used in outboard drives for handling lubrication liquids
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63HMARINE PROPULSION OR STEERING
    • B63H5/00Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B63H2005/106Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type with drive shafts of second or further propellers co-axially passing through hub of first propeller, e.g. counter-rotating tandem propellers with co-axial drive shafts
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/04Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • F02B61/045Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers for outboard marine engines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46Gearings having only two central gears, connected by orbital gears
    • F16H3/48Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/54Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46Gearings having only two central gears, connected by orbital gears
    • F16H3/60Gearings for reversal only

Abstract

An outboard motor capable of securing a pump discharge amount without causing an increase in the size of an oil pump or an increase in the amount of oil is provided.
A power transmission unit is disposed on a power transmission shaft (first input shaft) 24 connected to an output shaft (crankshaft) 6a of the engine 6 so as to rotate together with the power transmission shaft 24. An oil pump 45 and a driving force extraction mechanism 46 that extracts driving force from the power transmission shaft 24 are provided.
[Selection] Figure 4

Description

  The present invention relates to an outboard motor provided with a transmission that changes the rotational speed of an engine and transmits it to a propeller.

As an outboard motor equipped with this type of transmission, for example, Patent Document 1 discloses a hydraulic clutch type transmission mechanism that switches the rotational speed of an engine between a high speed stage and a low speed stage and transmits it to a propeller, and the hydraulic pressure An oil pump that supplies hydraulic pressure to the clutch transmission mechanism and a hydraulic control valve that controls the hydraulic pressure supplied to the hydraulic clutch transmission mechanism has been proposed.
WO2007 / 007707A1

  By the way, in an outboard motor equipped with the hydraulic clutch transmission mechanism, it is conceivable to arrange the oil pump as close as possible to the oil reservoir from the viewpoint of improving the oil suction efficiency of the oil pump. However, when the oil pump is arranged on the oil reservoir side, the rotational speed of the engine is decelerated by the transmission mechanism and transmitted to the oil pump, and thus the rotational speed of the oil pump varies. For this reason, it is necessary to increase the size of the oil pump or increase the amount of oil in the oil pan, resulting in an increase in cost and weight.

  The present invention has been made in view of the above-described conventional situation, and it is an object of the present invention to provide an outboard motor capable of securing a pump discharge amount without causing problems of an increase in the size of an oil pump or an increase in the amount of oil. .

  The invention of claim 1 is an outboard motor comprising an engine that vertically arranges a crankshaft and generates power, and a transmission that is connected to the crankshaft and changes the rotational speed of the engine and transmits it to a propeller. The transmission includes a power transmission unit connected to the crankshaft and a transmission unit connected to the power transmission unit, and the power transmission unit is connected to rotate together with the output shaft of the engine. And an oil pump disposed on the power transmission shaft.

  According to a second aspect of the present invention, in the outboard motor according to the first aspect, the power transmission unit includes a driving force extraction mechanism that extracts a driving force from the power transmission shaft, a first housing, and the first housing. It includes a second housing that is accommodated and accommodates the oil pump, and a third housing that is connected to the first housing and accommodates the driving force extraction mechanism.

  According to a third aspect of the present invention, in the outboard motor according to the second aspect, the second housing is provided with a relief passage that connects the oil discharge passage side and the oil suction passage side, and the relief passage includes: A relief valve is provided that opens when the pressure in the relief passage exceeds a predetermined value.

  According to a fourth aspect of the present invention, in the outboard motor according to the third aspect, the oil discharge passage and the oil suction passage are provided on one side of a straight line extending in the traveling direction through the power transmission shaft. It is a feature.

  According to the outboard motor of the first aspect of the invention, since the oil pump is disposed on the power transmission shaft that rotates together with the engine, the ratio between the number of revolutions of the oil pump and the number of engine revolutions does not change. It is easy to set the oil discharge amount with respect to the number, and the necessary pump discharge amount can be stably secured.

  In the invention of claim 2, since the driving force take-out mechanism for taking out the driving force is provided in the power transmission shaft, the engine power can be directly taken out from the power transmission shaft separately from the oil pump, and is proportional to the rotational speed of the engine. The driving force can be taken out. As a result, the use range of the extracted driving force can be expanded. For example, when a cooling water pump is connected to the driving force extraction mechanism, a sufficient supply amount of cooling water to the engine or the like can be ensured.

  In addition, since the second housing in which the oil pump is accommodated is connected to the first housing connected to the engine, and the third housing in which the driving force extraction mechanism is accommodated is connected to the outside of the first housing, the oil pump And the driving force take-out mechanism can be accommodated in a compact manner, and the assembling work is facilitated.

  In the invention of claim 3, since the relief passage is formed in the second housing that accommodates the oil pump and the relief valve is interposed in the relief passage, an empty space is utilized in the second housing that accommodates the oil pump. The relief valve can be arranged and the entire power transmission part can be made compact.

  In the invention of claim 4, since the oil discharge passage and the oil suction passage are provided on one side in the straight ship width direction extending in the traveling direction through the power transmission shaft, the oil suction passage is provided on the front side in the rotational direction of the oil pump. The oil discharge passage can be arranged on the rear side, and the structure of the oil passage can be simplified. In addition, by directly sucking up oil from the accumulated portion, the suction path to the oil pump can be shortened. As a result, the total amount of oil can be reduced, and the oil pump can be miniaturized, thereby reducing costs.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1 to 10 are diagrams for explaining an outboard motor according to an embodiment of the present invention. In the description of the present embodiment, the terms front and rear and left and right mean front and rear and left and right when viewed from the rear of the hull, unless otherwise specified.

  In the figure, reference numeral 1 denotes an outboard motor mounted on the stern 2 a of the hull 2. The outboard motor 1 is supported by a clamp bracket 3 fixed to the hull 2 through a swivel arm 4 so as to be swingable up and down, and supported by a pivot portion 5 so as to be steerable left and right.

  The outboard motor 1 includes an engine 6 that generates power, an exhaust guide 7, a cowling 8, an upper case 9, and a lower case 10.

  The engine 6 is of a vertical type in which the crankshaft 6a is arranged vertically so that the crankshaft 6a is substantially vertical, and is attached to the exhaust guide 7. The cowling 8 is mounted on the upper surface of the exhaust guide 7 so as to cover the outer periphery of the engine 6. The upper case 9 is connected to the lower surface of the exhaust guide 7. The lower case 10 is connected to the lower surface of the upper case 9.

  The outboard motor 1 is supported by the clamp bracket 3 via an upper mount member 11 attached to the exhaust guide 7 and a lower mount member 12 attached to a lower end portion of the upper case 9.

  The outboard motor 1 includes a transmission 15 that changes the rotational speed of the engine 6 and transmits it to the propeller 13. The propeller 13 is mounted on a propeller shaft 13a. The propeller shaft 13a is disposed in the lower case 10 so as to be orthogonal to the crankshaft 6a. The propeller shaft 13a is connected to a drive shaft 14 disposed so as to be coaxial with the crankshaft 6a via a bevel gear mechanism 13b.

  The transmission 15 is connected to the first input shaft 24 and a first input shaft (power transmission shaft) 24 that forms part of a power transmission unit connected to the crankshaft (output shaft) 6 a of the engine 6. The planetary gear type transmission mechanism (transmission unit) 20 and a forward / reverse switching mechanism 21 connected to the transmission mechanism 20 are provided.

  The transmission 15 is housed in a substantially cylindrical housing 22 that is formed in an oil tight manner, and the housing 22 is housed so as to be positioned at the front in the traveling direction in the upper case 9. An exhaust device 16 that exhausts exhaust gas from the lower case 10 into the water is disposed behind the transmission 15 in the upper case 9.

  The housing 22 is divided into an upper housing 22a in which the speed change mechanism 20 is accommodated and a lower housing 22b in which the forward / reverse switching mechanism 21 is accommodated.

  The planetary gear type speed change mechanism 20 includes a first internal gear 25, a first sun gear 27, a first output shaft 28, a first carrier 29, a first planetary gear 30, and a second clutch 31. Have.

  The first internal gear 25 is connected to the first input shaft 24 so as to rotate together. The first sun gear 27 is connected to the housing 22 side via a first clutch 26. The first output shaft 28 is disposed so as to be coaxial with the first input shaft 24. The first carrier 29 is connected to the first output shaft 28 so as to rotate together. The first planetary gear 30 is supported by the first carrier 29 so as to be relatively rotatable, and meshes with the first sun gear 27 and the first internal gear 25. The second clutch 31 is interposed between the first sun gear 27 and the first carrier 29.

  The first input shaft 24 is disposed so as to be coaxial with the crankshaft 6a, and is coupled to the crankshaft 6a so as to rotate together.

  The first sun gear 27 is accommodated in the housing 22 and connected to a support housing 33 that rotatably supports the first output shaft 28 via the first clutch 26, or the support housing 33. Detached from.

  The first clutch 26 is a one-way clutch that allows only the rotation of the crank shaft 6a of the first sun gear 27 in the rotation direction a (clockwise) and prevents rotation in the opposite direction (counterclockwise).

  The second clutch 31 is a wet multi-plate clutch, and includes a clutch housing 31a, a clutch plate 31b, a piston 31e, and a spring member 31c.

  The clutch housing 31a is coupled to the first sun gear 27 so as to rotate together. The clutch plate 31 b is disposed between the clutch housing 31 a and the first carrier 29. The piston 31e is disposed in a hydraulic chamber 31d formed in the clutch housing 31a, and presses the clutch plates 31b in the power transmission direction by the hydraulic pressure supplied to the hydraulic chamber 31d. The spring member 31c biases the piston 31e in the power cutting direction.

  When the operator operates a shift lever (not shown) or a shift operation switch (not shown) to the low speed stage side, the first clutch 26 is connected and the first sun gear 27 is locked, and the second clutch 31 is disconnected. It becomes a state. In this state, the rotation of the engine 6 is transmitted from the first input shaft 24 to the first internal gear 25, and when the first internal gear 25 rotates, each planetary gear 30 rotates and the first internal gear 25 rotates. And revolves with respect to the first sun gear 27 while relatively rotating. As a result, the engine speed is reduced and transmitted to the first output shaft 28.

  On the other hand, when operated to the high speed side, the first clutch 26 is disengaged, the first sun 27 is free, and the second clutch 31 is engaged. In this state, when the rotation of the engine 6 is transmitted from the first input shaft 24 to the first internal gear 25, the first internal gear 25, each first planetary gear 30, and the first sun gear 27 are integrated. The rotation of the first input shaft 24 is transmitted to the first output shaft 28 as it is.

  The forward / reverse switching mechanism 21 includes a second internal gear 36, a second input shaft 37, a second output shaft 38, a second sun gear 39, a second carrier 40, a second planetary gear 41, and a second planetary gear 41. A three planetary gear 42 and a fourth clutch 43 are provided.

  The second internal gear 36 is connected to the housing 22 via a third clutch 35. The second input shaft 37 is disposed so as to be coaxial with the first output shaft 28, and is connected to rotate together with the first output shaft 28. The second output shaft 38 is disposed so as to be coaxial with the second input shaft 37. The second sun gear 39 is integrally connected to the second output shaft 38. The second carrier 40 is connected to the second input shaft 37 so as to rotate together. The second planetary gear 41 is rotatably supported by the second carrier 40 and meshes with the second sun gear 39. The third planetary gear 42 meshes with the second internal gear 36. The fourth clutch 43 is interposed between the second carrier 40 and the second output shaft 38.

  The fourth clutch 43 and the third clutch 35 are wet multi-plate clutches having the same structure as the second clutch 31 described above.

  When the forward / reverse selector lever (not shown) or the forward / reverse selector switch (not shown) is in the neutral position, the third and fourth clutches 35 and 43 are disengaged, the second input shaft 37 is idled, and the second The rotation of the input shaft 37 is not transmitted to the second output shaft 38.

  When the neutral position is switched to the forward position, the third clutch 35 is in a disconnected state and the fourth clutch 43 is in a connected state, and the second internal gear 36, the second and third planetary gears 41, 42, and the second sun gear 39. And the second output shaft 38 rotates in the same forward direction as the rotational direction a of the engine 6.

  On the other hand, when switching from the neutral position to the reverse position, the third clutch 35 is in the connected state, the fourth clutch 43 is in the disconnected state, the second internal gear 36 is fixed to the housing 22 in a non-rotatable manner, and the second, third, The planetary gears 41 and 42 revolve while rotating in opposite directions, and the second sun gear 36 rotates in the opposite direction. As a result, the second output shaft 38 rotates in the reverse direction opposite to the rotational direction a of the crankshaft 6a.

  The transmission 15 includes a planetary gear speed reduction mechanism 18 that reduces the rotational speed of the second output shaft 38 and transmits it to the drive shaft 14.

  The speed reduction mechanism 18 includes an internal gear 55 that is connected to the second output shaft 38 to rotate together, a planetary gear 57 that meshes with the internal gear 55 and rolls within the internal gear 55, The sun gear 58 meshes with the planetary gear 57 and is disposed so as not to rotate.

  The speed reduction mechanism 18 is fixed to the lower case 10 and includes a speed reduction housing 56 that rotatably supports the boss portion 55a of the internal gear 55, and a carrier 59 that rotatably supports the planetary gear 57.

  The sun gear 58 is fixed to the lower case 10 so as not to rotate, and the carrier 59 is rotatably supported by the sun gear 58. The drive shaft 14 is coupled to the carrier 59 so as to rotate together.

  The transmission 15 includes the first input shaft 24 that constitutes the power transmission unit, an oil pump 45 disposed on the first input shaft 24, and a driving force that extracts driving force from the first input shaft 24. It has a take-out mechanism 46 and has the following structure in detail.

  The oil pump 45 supplies hydraulic pressure to the second to fourth clutches 31, 35, and 43 and supplies oil to lubricate and cool the sliding portions of the transmission 15. This is separate from the oil pump that supplies the lubricating oil to the sliding parts such as the crankshaft 6a.

  The first input shaft 24 extends upward from the housing 22 and is accommodated in a first housing 47 connected to the upper surface of the housing 22. A second housing 48 that houses the oil pump 45 is disposed and fixed in the first housing 47, and the first input shaft 24 is rotatably supported by the second housing 48.

  A third housing 49 that houses the driving force extraction mechanism 46 is connected to the outside of the first housing 47. The third housing 49 is disposed to extend outward on the starboard side of the first housing 47 in the ship width direction.

  The driving force extraction mechanism 46 has a driving force extraction shaft 46a extending to the starboard side in the direction perpendicular to the axis with respect to the first input shaft 24, and the driving force extraction shaft 46a is a first input via a bevel gear mechanism 46b. The shaft 24 is connected to rotate together.

  A water pump 50 is connected to the driving force extraction mechanism 46. The water pump 50 is disposed in the third housing 49 in parallel with the driving force extraction shaft 46a, and has a pump shaft 52 formed with a reduction gear 52a that meshes with the driving teeth 46c of the driving force extraction shaft 46a. A pump cover 51 for accommodating the water pump 50, and the pump cover 51 is detachably connected to the third housing 49.

  A part of the cooling water sucked up by the water pump 50 is supplied to the engine 6 side by a cooling water hose 51a connected to a pump cover 51, and the rest is a branch hose 51b connected to the cooling water hose 51a. Is supplied to the transmission 15 side.

  Cooling water jackets 22c and 22d extending in the circumferential direction are formed on the starboard side and the rear side of the housing 22, and the branch hose 51b is connected to the cooling water jackets 22c and 22d.

  The oil pump 45 is accommodated in a pump chamber 48 a formed in the second housing 48, and is coupled to the first input shaft 24 so as to rotate together, and an outer rotor 45 b fixed to the second housing 48. The oil sucked by the rotation of the inner rotor 45a is pressurized and discharged.

  The second housing 48 is formed with an oil inlet 48b communicating with the suction port of the oil pump 45 and an oil outlet 48c communicating with the discharge port.

  An oil reservoir 22 e is formed at the bottom of the housing 22. The oil reservoir 22e and the oil inlet 48b communicate with each other through an oil suction passage 22f formed in the housing 22 and extending in the axial direction.

  The housing 22 is formed with an oil discharge passage 22g extending in parallel with the oil suction passage 22f. An upstream end of the oil discharge passage 22g communicates with the oil outlet 48c, and a downstream end of each of the oil pressure chambers 31d, 35d, 43d of the second to fourth clutches 31, 35, 43 via the clutch hydraulic passages 22i. 43d.

  The oil suction passage 22f and the discharge passage 22g are arranged on the port side in the ship width direction of the straight line A extending in the traveling direction through the center of the first input shaft 24, and the oil suction passage 22f is the oil discharge passage 22g. Further, it is arranged on the downstream side in the rotational direction a of the crankshaft 6a, and therefore on the front side in the vehicle traveling direction.

  An oil return passage 22h extending in the circumferential direction along the inside of the cooling water jacket 22c is formed on a substantially opposite side of the oil suction passage 22f across the second input shaft 37 of the lower housing 22b. The passage 22h communicates with the oil reservoir 22e.

  Oil passages 24 a, 28 a, 37 a, and 38 a are formed so as to communicate with the shaft cores of the first input shaft 24, the first output shaft 28, the second input shaft 37, and the second output shaft 38, respectively. The oil supplied from the oil outlet 48c to the oil passages 24a, 28a, 37a, 38a is supplied to each bearing portion, sliding portion, and the like.

  In this case, the oil supplied into the upper housing 22a returns to the oil reservoir 22e from the oil return passage 22h of the lower housing 22b, and the oil supplied into the lower housing 22b falls and falls into the oil reservoir 22e. Return to.

  The second housing 48 is formed with a relief passage 48d that connects the oil discharge passage 22g and the oil suction passage 22f, and a relief valve 61 is interposed in the relief passage 48d. The relief valve 61 is urged in the closing direction by a spring member 62 whose spring force is set to open when the pressure in the relief passage 48d exceeds a predetermined value (see FIG. 6).

  The transmission 15 includes second to fourth hydraulic pressure controls that independently control the hydraulic pressure supplied to the second to fourth clutches 31, 35, and 43 of the planetary gear type transmission mechanism 20 and the forward / reverse switching mechanism 21. Valves 65, 66, and 67 are provided.

  The second to fourth hydraulic control valves 65 to 67 are controlled to be opened and closed by a controller (not shown) based on a shift switching signal, a forward / reverse switching signal, and the like.

  The hydraulic control valves 65 to 67 are accommodated in hydraulic housings 65a to 67a that are independently formed. Each of the hydraulic housings 65a to 67a includes a housing body 65b to 67b detachably attached to the left wall surface 22k of the housing 22 by a plurality of bolts 68 inserted from the outside, and a plurality of the housings 65a to 67b inserted from the front. Lid members 65c to 67c are detachably attached to the housing main bodies 65b to 67b with the hydraulic control valves 65 to 67 fixed by bolts 69.

  Each of the hydraulic control valves 65 to 67 is disposed on the port side in the ship width direction of the housing 22 so as to be juxtaposed in the vertical direction, and is disposed so as to protrude outward from the housing 22 in the ship width direction.

  Further, the hydraulic control valves 65 to 67 are arranged on the opposite side of the water pump 50 with respect to the transmission center line C and are located below the water pump 50 when viewed from the rear of the hull. (See FIG. 2). As a result, the left and right weight balance of the transmission 15 is improved.

  Each of the hydraulic control valves 65 to 67 is disposed so as to be positioned above the lower mount member 12 when viewed from the side of the hull (see FIG. 7). As a result, the hydraulic control valves 65 to 67 can be arranged without interfering with the lower mount member 12, the increase in the width of the upper case 9 can be avoided, and the entire outboard motor 1 can be made compact. .

  Each of the hydraulic control valves 65 to 67 is connected to a valve shaft 65d to 67d arranged with its axis line directed in the front-rear direction, which is the hull traveling direction, and to the front side of the valve shafts 65d to 67d. Electromagnetic driving units 65e to 67e for driving the forward and backward movements in the axial direction.

  A hydraulic circuit 70 and a cooling circuit 71 are formed on the mating surface between the left side wall surface 22k of the housing 22 and the hydraulic housings 65a to 67a. Here, since the hydraulic circuit 70 and the cooling circuit 71 of the second to fourth hydraulic control valves 65 to 67 have the same structure, the fourth hydraulic control for controlling the hydraulic pressure to the fourth clutch 43 shown in FIG. Only the hydraulic circuit 70 and the cooling circuit 71 of the valve 67 will be described.

  The cooling circuit 71 is configured to cool the hydraulic control valve 67 by oil injection. Specifically, hydraulic cooling passages 22q and 67j communicating with the oil discharge passage 22g are formed in the housing 22 and the hydraulic housing 67a so as to extend in the ship width direction, and the hydraulic cooling passage 67j is driven in the hydraulic housing 67a. Opening toward the portion 67e.

  The hydraulic pressure pressurized by the oil pump 45 is injected from the oil discharge passage 22g to the drive unit 67e through the hydraulic cooling passages 22q and 67j, thereby cooling the drive unit 67e. The hydraulic pressure injected into the drive portion 67e is returned into the housing 22 through a return passage 67k formed in the hydraulic housing 67a.

  The hydraulic circuit 70 is configured to disconnect or connect the hydraulic pressure to the fourth clutch 43, and has the following structure in detail.

  The clutch hydraulic passage 22i formed in the housing 22 is branched into a hydraulic input passage 22m communicating with the oil discharge passage 22g and a hydraulic output passage 22n communicating with the hydraulic chamber 43d of the fourth clutch 43.

  The hydraulic housing 67a includes a hydraulic input passage 67f that communicates the valve shaft 67d of the hydraulic control valve 67 and the hydraulic input passage 22m, and a hydraulic output passage 67g that communicates the valve shaft 67d and the hydraulic output passage 22n. Is formed.

  The housing 22 and the hydraulic housing 67a are formed with hydraulic release passages 22p and 67h for releasing the hydraulic pressure supplied to the hydraulic chamber 43d, and return to the housing 22 through the hydraulic release passages 67h and 22p.

  The hydraulic input passages 22m and 67f, the hydraulic output passages 22n and 67h, and the hydraulic pressure release passages 22p and 67h are formed to extend in a direction perpendicular to the axis of the valve shaft 67d.

  The oil pressure pressurized by the oil pump 45 is supplied to the oil pressure input passages 22m and 67f through the oil discharge passage 22g, and the oil pressure input passage 67f is blocked by the valve shaft 67d. As a result, the fourth clutch 43 is in a disconnected state.

  When the valve shaft 67d of the hydraulic control valve 67 is operated and the hydraulic input passage 67f is opened, the hydraulic pressure is supplied to the hydraulic chamber 43d of the fourth clutch 43 through the hydraulic output passage 67g, and the fourth clutch 43 is in a connected state. . When the valve shaft 67d returns to the original position, the hydraulic input passage 67f is shut off, and the hydraulic pressure in the hydraulic chamber 43d is released into the hydraulic housing 67a from the hydraulic release passages 67h and 22p.

  According to this embodiment, since the oil pump 45 is disposed on the first input shaft 24 connected to rotate together with the crankshaft 6a of the engine 6, the rotational speed of the oil pump 45 is the rotational speed of the crankshaft 6a. As a result, the necessary pump discharge amount can be ensured without causing the problem of size increase or oil increase.

  In the present embodiment, since the driving force extraction mechanism 46 for extracting the driving force from the engine 6 is connected to the first input shaft 24, the engine power can be directly extracted from the first input shaft 24 separately from the oil pump 45. it can. This engine power is a driving force with little fluctuation proportional to the rotational speed of the engine 6, and the range of use of the driving force can be expanded. In the present embodiment, since the water pump 50 is connected to such a driving force extraction mechanism 46, a sufficient supply amount of cooling water to the engine 6 and the like can be ensured.

  In the present embodiment, a first housing 47 in which the first input shaft 24 is accommodated is connected to the housing 22, a second housing 48 in which the oil pump 45 is accommodated is connected in the first housing 47, and the first Since the third housing 49 in which the driving force take-out mechanism 46 is housed so as to protrude to the outside on the starboard side of the one housing 47 in the ship width direction, the two mechanisms of the oil pump 45 and the driving force take-out mechanism 46 are compactly accommodated. In addition, the first to third housings 47 to 49 can be easily assembled.

  In the present embodiment, a relief passage 48d that connects the oil discharge passage 22g and the oil suction passage 22f side is formed in the second housing 48 that houses the oil pump 46, and a relief valve 61 is interposed in the relief passage 48d. As a result, the relief valve 61 can be arranged in the second housing 48 in which the oil pump 45 is accommodated by effectively utilizing the empty space, and the entire transmission 15 can be made compact.

  In the present embodiment, the oil discharge passage 22g and the oil suction passage 22f are arranged on the port side in the ship width direction of the straight line A that extends in the traveling direction through the center of the first input shaft 24. By arranging the oil suction passage 22f on the front side of a and the oil discharge passage 22g on the rear side, the oil path can be made simple. In addition, by directly sucking up oil from the oil reservoir 22e, the suction path to the oil pump 45 can be shortened. As a result, the total amount of oil can be reduced, and the oil pump 45 can be reduced in size, thereby reducing costs.

1 is a side view of an outboard motor including a transmission according to an embodiment of the present invention. It is a cross-sectional rear view of the transmission. It is a cross-sectional front view of the transmission. It is sectional drawing of the power transmission part by which the oil pump of the said transmission was arrange | positioned. It is the VV sectional view taken on the line of FIG. FIG. 6 is a sectional view taken along line VI-VI in FIG. 2. It is a side view of the housing in which the said transmission was accommodated. It is the VIII-VIII sectional view taken on the line of FIG. It is the IX-IX sectional view taken on the line of FIG. It is the XX sectional view taken on the line of FIG.

Explanation of symbols

1 Outboard motor 6 Engine 6a Crankshaft (output shaft)
13 Propeller 15 Transmission 22 Housing 22f Oil Suction Passage 22g Oil Discharge Passage 24 First Input Shaft (Power Transmission Shaft)
45 Oil pump 46 Driving force extraction mechanism 47 First housing 48 Second housing 48d Relief passage 49 Third housing 61 Relief valve A A straight line extending in the traveling direction

Claims (4)

  1. An outboard motor comprising an engine that vertically arranges a crankshaft to generate power, and a transmission that is connected to the crankshaft and changes the rotational speed of the engine and transmits it to a propeller,
    The transmission includes a power transmission unit connected to the crankshaft, and a transmission unit connected to the power transmission unit,
    The outboard motor, wherein the power transmission unit includes a power transmission shaft connected to rotate together with an output shaft of the engine, and an oil pump disposed on the power transmission shaft.
  2. The outboard motor according to claim 1,
    The power transmission unit includes a driving force extraction mechanism that extracts a driving force from the power transmission shaft, a first housing, a second housing that is housed in the first housing and houses the oil pump, and the first housing. An outboard motor comprising a third housing connected to accommodate the driving force take-out mechanism.
  3. The outboard motor according to claim 2,
    The second housing is formed with a relief passage that connects the oil discharge passage and the oil suction passage, and a relief valve that opens when the pressure in the relief passage exceeds a predetermined value is interposed in the relief passage. An outboard motor characterized by
  4. The outboard motor according to claim 3,
    The outboard motor, wherein the oil discharge passage and the oil suction passage are provided on one side of a straight ship width direction that extends in the traveling direction through the power transmission shaft.
JP2008028851A 2008-02-08 2008-02-08 Outboard motor Pending JP2009184604A (en)

Priority Applications (1)

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JP2008028851A JP2009184604A (en) 2008-02-08 2008-02-08 Outboard motor

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Application Number Priority Date Filing Date Title
JP2008028851A JP2009184604A (en) 2008-02-08 2008-02-08 Outboard motor
US12/365,959 US20090203272A1 (en) 2008-02-08 2009-02-05 Outboard motor

Publications (1)

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JP2009184604A true JP2009184604A (en) 2009-08-20

Family

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US (1) US20090203272A1 (en)
JP (1) JP2009184604A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015159681A1 (en) * 2014-04-16 2015-10-22 スズキ株式会社 Outboard motor
JP2015202854A (en) * 2014-04-16 2015-11-16 スズキ株式会社 Outboard machine
JP2015202852A (en) * 2014-04-16 2015-11-16 スズキ株式会社 outboard motor

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
US20100248565A1 (en) * 2009-03-30 2010-09-30 Yamaha Hatsudoki Kabushiki Kaisha Power transmission system for marine propulsion unit
US8337354B2 (en) * 2009-03-30 2012-12-25 Yamaha Hatsudoki Kabushiki Kaisha Lubricator in power transmission system of marine propulsion unit
US9896172B1 (en) * 2016-01-21 2018-02-20 Brunswick Corporation Apparatuses and methods for servicing lubrication in a marine drive

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USRE18118E (en) * 1931-07-07 Marine propulsion device
US3273656A (en) * 1966-09-20 Hydraulically actuated controllable-pitch propeller system
US1903350A (en) * 1932-06-20 1933-04-04 John P Landrum Transmission for outboard motors
US4323354A (en) * 1979-02-15 1982-04-06 Outboard Marine Corporation Two-speed automatic transmission for a marine propulsion device
US4986783A (en) * 1989-03-02 1991-01-22 Oswald Brown Outboard motor power takeoff
JP4035210B2 (en) * 1996-12-24 2008-01-16 ヤマハマリン株式会社 Engine oil pump structure for outboard motors

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015159681A1 (en) * 2014-04-16 2015-10-22 スズキ株式会社 Outboard motor
JP2015202854A (en) * 2014-04-16 2015-11-16 スズキ株式会社 Outboard machine
JP2015202852A (en) * 2014-04-16 2015-11-16 スズキ株式会社 outboard motor
US9708044B2 (en) 2014-04-16 2017-07-18 Suzuki Motor Corporation Outboard motor

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