JP2010052661A - Out-drive unit for marine vessel, and restriction member - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an out-drive unit capable of easily performing restriction of an angle of trim-in, and a restriction member mounted to this. <P>SOLUTION: The out-drive unit mounted to an outer part of a marine vessel is provided with a body part fixed to a stern; a housing attached with a propeller for propulsion and vertically turnably connected to the body part; an adjustment mechanism for adjusting a turning angle of the housing; and the restriction member 10 detachably mounted to a position below a turning center of any one of the body part or the housing and specifying the maximum angle of a predetermined trim-in by abutting on the other of the body part or the housing when the housing is turned to perform trim-in so as to direct a propulsion direction of the propeller to a water surface side. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an outdrive device attached to the outside of a ship, and a regulating member attached to the outdrive device.

  A stern drive, which is a kind of inboard / outboard motor, is a main engine composed of an engine and an outdrive device. While the engine is mounted inside the hull, the outdrive device is mounted outside the hull, and the driving force from the engine is transmitted to the outdrive device. The outdrive device is a propulsion device in which a reverse speed reducer, a clutch mechanism, a steering mechanism, a propeller, and the like are integrally incorporated, and is attached to the stern.

The outdrive device is provided with a mechanism called a trim mechanism that adjusts the propeller propulsion direction. By adjusting the angle of the propeller, the propulsive force of the engine is most efficiently transmitted to the ship and stable running becomes possible. An outdrive device provided with such a trim mechanism is described in Patent Document 1, for example. The device described in this document includes a housing that supports a drive shaft having a propeller, and a transom portion attached to the stern, and the housing is connected to the transom portion so as to be rotatable in the vertical direction. . A hydraulic cylinder is used to rotate the housing. Both ends of this hydraulic cylinder are pivotally supported by the transom portion and the shaft member provided in the housing, respectively, and the propulsion direction of the propeller underwater is directed from the horizontal to the water surface side by contracting the hydraulic cylinder. The housing can be rotated (trim-in). The maximum trim-in angle is defined when the internal piston of the cylinder reaches the contracted end.
US Pat. No. 5,707,263

  By the way, as described above, if the maximum trim-in angle is determined by the contraction end of the hydraulic cylinder, there is a case where the propeller 4 is erroneously inserted deeply when the trim-in operation is performed. Then, during navigation, the bow of the bow becomes tight, the water contact area on the bottom of the ship increases, the steering becomes heavy, and the maneuvering may become unstable. Therefore, the device of Patent Document 1 is provided with a mechanism for matching the degree of depression of the bow to the engine power and the shape of the hull so that the rotation range of the housing can be set in two stages. That is, the position of the pivot member of the housing connected to one end of the hydraulic cylinder can be adjusted. More specifically, the pivoting member is inserted into the elongated hole of the housing. By inserting the insertion member together with the pivoting member into the elongated hole, the position of the pivoting member in the elongated hole can be adjusted. I am doing so. As a result, the position of the end of the hydraulic cylinder is adjusted. For example, when the end of the hydraulic cylinder is arranged on the front side of the hull, the maximum trim-in angle is defined by the cylinder itself as described above. It can be limited (adjusted) to be smaller than the case.

  However, in order to attach such an insertion member, it is necessary to disassemble the housing since the hydraulic cylinder must be once removed from the shaft member. Therefore, there is a problem that adjustment work becomes complicated.

  The present invention has been made to solve the above-described problem, and an object thereof is to provide an outdrive device that can easily limit a trim-in angle and a regulating member attached to the outdrive device. To do.

  The present invention is an outdrive device that is attached to the outside of a ship, and has been made to solve the above-described problem, and is provided with a main body portion fixed to a stern and a propeller for propulsion. Detachable at a position below the center of rotation of either the main body or the housing, a housing coupled to be pivotable in the vertical direction, an adjustment mechanism for adjusting the pivot angle of the housing And a regulating member that regulates a predetermined maximum angle of trimming by abutting against the main body or the other of the housing when the housing is rotated and trimmed in such a manner that the propeller propulsion direction is directed toward the water surface. And.

According to this configuration, the restriction member is detachably provided on one of the main body and the housing, and when the rotation angle of the both becomes small, the restriction member comes into contact with the other of the main body and the housing. ing. Therefore, the rotation angle can be defined only by attaching the regulating member without disassembling the device. Therefore, it is possible to easily limit the rotation angle.
A plurality of such restricting members can be prepared in accordance with a desired minimum rotation angle. In this way, it is possible to easily limit the rotation angle only by selecting the restricting member according to the desired minimum angle.

Moreover, although a control member can take a various aspect, the protrusion part which protrudes toward the other member of a main-body part or a housing, for example, and contact | abuts to the said other member can be provided. Therefore, when it is desired to make the rotation angle smaller, the protrusion length of the protrusion may be increased.
Further, as the adjustment mechanism, at least one cylinder that can be expanded and contracted can be used. In this case, it can be as follows. Both ends of the cylinder are pivotally supported by shaft members provided below the rotation centers of the housing and the main body. At this time, the main body portion has a fixing member through which the shaft member is fixed, and one end of the cylinder is pivotally supported by one portion of the shaft member extending across the main body portion. A restricting member can be detachably connected to the portion. For example, the restricting member may be constituted by a pair of fixed pieces, the outer peripheral surface of the shaft member may be sandwiched between these fixed pieces, and fixed with bolts or the like.

  The regulating member according to the present invention is made to solve the above-described problem, and is used in the above-described outdrive device.

  According to the outdrive device and the regulating member according to the present invention, the rotation angle of the propeller can be easily limited.

  Hereinafter, an embodiment of an outdrive device according to the present invention will be described with reference to the drawings. Here, a part of the ship equipped with this outdrive device will also be described. FIG. 1 is a partial cross-sectional view of a stern drive, and FIG. 2 is a cross-sectional view showing a main part of the inboard / outboard motor of FIG. In this document, the bow side of the hull is referred to as “front” and the stern side is referred to as “rear”. Further, the “left-right direction” means a direction from starboard to port or vice versa.

  As shown in FIGS. 1 and 2, an inboard / outboard motor provided in a ship includes an engine 1 and an outdrive device. The engine 1 is mounted inside the hull 2, and the outdrive device 3 is mounted outside the hull 2. The outdrive device 3 is a propulsion device in which drive members such as a propeller 4 and a clutch are incorporated, and is connected to a transom portion 21 provided at the stern. Further, as will be described later, the power from the engine 1 is transmitted to the outdrive device 3 via the input shaft 11 extending to the outside of the ship, whereby the propeller 4 is driven.

  The outdrive device will be described in more detail. The outdrive device 3 includes a main body 31 connected to the transom 21 and a housing 32 rotatably connected to the rear end of the main body 31. As shown in FIG. 2, the main body portion 31 includes a gimbal housing (base portion) 311 fixed to the transom portion 21, and a gimbal ring 312 supported by pivot shafts 3111 and 3112 above and below the gimbal housing 311. Yes. The gimbal housing 311 accommodates the input shaft 11 of the outdrive device. The gimbal ring 312 is rotatable in the left-right direction by pivot shafts 3111 and 3112, and a steering lever 3113 extending into the hull is connected to the upper pivot shaft 3111.

  The housing 32 includes an upper housing 321 and a lower housing 322 arranged in the vertical direction. Further, a bell housing 323 inserted into the opening of the gimbal ring 312 is connected to the front end of the upper housing 321. Both side surfaces of the gimbal ring 312 are respectively connected to trim shaft members 3230 provided on both sides of the bell housing 323, so that the bell housing 3231 is rotatable in the vertical direction with respect to the gimbal ring 312. Yes.

  FIG. 3 is a perspective view of the housing as viewed from below the gimbal ring. As shown in the figure, a pair of plate-like fixed-side guides 3121 are attached to the lower end portion of the gimbal ring 312 at a predetermined interval in the left-right direction, and the shaft member extends through each guide 3121. 3122 is attached. The shaft member 3122 includes an inner portion and an outer portion that extend across the guides 3121. The inner part is a part extending between both guides 3121, and the outer part is a pair of parts extending outward in the width direction from each guide 3122. A hydraulic cylinder 5 is pivotally supported on each outer portion. As shown in FIG. 1, shaft members 3211 are attached to the lower portions of both side surfaces of the upper housing 321 in the vicinity of the rear end, and the movable side of each hydraulic cylinder 5 can turn freely on the shaft member 3211. It is connected.

  Here, the length of the hydraulic cylinder 5 is determined based on the position of the housing 32 in which the propeller 4 is propelled in parallel with the water surface. When the hydraulic cylinder 5 is contracted, the housing 32 rotates around the trim shaft member 3230 so that the lower end side thereof approaches the stern side and the propeller 4 is propelled toward the water surface. This direction is referred to as trim-in, and the angle at which the housing 32 can be closest to the stern side is referred to as the maximum angle. Turning the propeller 4 propulsion direction from this position in the reverse direction until it is parallel to the water surface is referred to as trim-out.

  Further, as shown in FIG. 3, a pair of movable side guides 3212 are provided near the front end facing the gimbal ring 312 at the lower part of the upper housing 321. Each movable side guide 3212 is formed in a plate shape extending upward, and is arranged at an interval so as to enter between both the fixed side guides 3121. Here, when the hydraulic cylinder 5 is extended, the housing rotates upward. In such a state, the hydraulic cylinder 5 is contracted and the outer surface of each movable side guide 3212 is connected to each fixed side guide 3121 in the range from just before the propeller 4 propulsion direction becomes substantially horizontal to the trim-in / trim-out range. It slides along the inner surface of the plate (see FIG. 9). Thereby, the housing 32 can be accurately rotated in the vertical direction with respect to the gimbal ring 312, and can be prevented from shifting to the left and right. The front surface of each movable side guide 3212 forms a movable side stopper surface 3212a for the regulating member 10 described later. In this embodiment, a cover pad 3213 is affixed to the outer surface of each movable side guide 3212 to prevent wear of each guide 3212.

  As shown in FIG. 2, the upper housing 321 includes an upper housing main body 321 a that houses the forward gear 71, the reverse gear 72, the hydraulic multi-plate clutch 8, etc., and a side surface and an upper surface of the upper housing main body 321 a. And a decorative cover 321b covering the portion. The input shaft 11 of the outdrive device is connected to the clutch shaft 61 via a universal joint (see FIG. 1) 12, and these extend to the upper housing 321 through the gimbal housing 311 and the bell housing 323. . The clutch shaft 61 is connected to the clutch 8 in the upper housing 321. A forward gear 71 and a reverse gear 72 are rotatably fitted to the clutch shaft 61 on the front side and the rear side of the clutch 8, respectively. Is connected to the clutch shaft 61.

  A hydraulic control unit 9 including a hydraulic pump 91, a control circuit for controlling the clutch hydraulic oil, forward and reverse solenoid valves (see FIG. 9) 92, 93, and the like is attached to the stern side end of the clutch shaft 61. It has been. The hydraulic pump 91 is a gear pump including a pair of gears, and one gear 91a constituting the gear pump engages with an end portion of the clutch shaft 61 and rotates together with the clutch shaft 61, whereby oil from an oil reservoir described later is obtained. To supply hydraulic oil to the clutch 8. As such a hydraulic pump 91, for example, a gear pump can be used. As shown in FIG. 9, in addition to the electromagnetic valves 92 and 93, the hydraulic control unit 9 also includes a loose insertion valve 56 including spring receiving pistons 56a and 56b, and the oil passage is perforated.

  The hydraulic multi-plate clutch 8 includes an outer drum 81 fixed to the clutch shaft 61, and inner drums 82a and 82b that are disposed radially inward and extend from the forward gear 71 and the reverse gear 72, respectively. ing. On the inner surface of the outer drum 81, a plurality of forward and reverse annular pressure plates attached to be movable in the front-rear direction are attached. On the other hand, a plurality of forward and reverse annular clutch plates attached to the inner drums 82a and 82b so as to be movable in the front-rear direction are also attached. The clutch 8 is provided with forward and reverse pistons 83a and 83b that press the forward and reverse pressure plates with hydraulic oil from the hydraulic pump, respectively.

  4 is a cross-sectional view of the lower housing, and FIG. 5 is a cross-sectional view taken along line AA of FIG. In FIG. 4, the propellers 41 and 42 are omitted. As shown in FIGS. 2 and 3, the forward gear 71 and the reverse gear 72 mesh with a bevel gear 731 fixed to the upper end of a drive shaft 73 extending in the vertical direction. A bevel gear 732 is also fixed to the lower end of the drive shaft 73, and this bevel gear 732 meshes with two bevel gears 741 and 742 fixed to a propeller shaft 74 extending in the front-rear direction. The propeller shaft 74 is constituted by a double shaft of a solid shaft 743 and a hollow shaft 744, and bevel gears 741 and 742 that mesh with the bevel gear 732 of the drive shaft 73 are fixed to each shaft. Further, two propellers (see FIG. 1) 41 and 42 arranged in the front-rear direction are attached to the propeller shaft 74, the front propeller 41 being the hollow shaft 744, and the rear propeller 42 being the solid shaft 743. It is connected to. The solid shaft 743 and the hollow shaft 744 are always driven in opposite directions to rotate the two propellers 41 and 42 (FIG. 1).

  A space 3221 serving as an oil reservoir is formed in front of the propeller shaft 74 in the lower housing 322. The oil stored here is pumped up by a hydraulic pump 91 as will be described later, and is used as working oil and lubricating oil for the clutch 8. The oil supplied to the clutch 8 as the lubricating oil flows down the gap around the bevel gear 732 at the lower end of the drive shaft and the oil passage 3225 around the drive shaft 73 and returns to the oil reservoir 3221. As shown in FIGS. 4 and 5, a groove 3222 is formed in the upper wall and the lower wall of the oil reservoir 3221, and the oil in the oil reservoir 3221 passes through the groove. The oil that has passed through the groove is supplied to the hydraulic pump 91 through the bevel gear 732 and the oil passage 94 extending to the upper housing. The oil reservoir 3221 is easy to stagnate, and air particles are easily collected to form one lump. However, if the oil passes through the groove 3222, there is an advantage that the oil is difficult to stagnate.

  Next, a path for supplying cooling seawater to the engine by the seawater pump will be described. As shown in FIGS. 2 and 4, a sea channel 3223 extending to the upper housing 321 is formed inside the lower housing 322 on the front end side. A plurality of seawater suction holes 3224 that open to the side surface of the lower housing 322 are formed on the wall surface of the seawater passage 3223. As shown in FIG. 2, the upper end of the seawater channel 3223 in the upper housing 321 is connected to the seawater hose 13 extending into the ship. The seawater hose 13 passes through the bell housing 323 and the gimbal housing 311 and is connected to the transom portion 21, and the seawater that has passed through the transom portion 21 is supplied to the engine 1 via a seawater pump.

  Then, the connection structure of the edge part of a seawater hose is demonstrated. FIG. 6 is an enlarged cross-sectional view of the connecting portion. As shown in FIGS. 2 and 6, a seawater hose mounting hole 3231 is formed on the surface of the bell housing 323 that contacts the upper housing 321, and this mounting hole 3231 is the upper end of the seawater passage 3223 of the upper housing 321. Communicated with. The inner diameter of the attachment hole 3231 is slightly smaller than the outer diameter of the seawater hose 13, and the seawater hose 13 is inserted into the attachment hole 3231 from the inside of the bell housing 323. A groove 3232 is formed in the inner wall surface of the mounting hole 3231 along the circumferential direction, and the retaining ring 14 is fitted in the groove 3232 to press the outer peripheral surface of the seawater hose 13. The fixing member 15 is screwed into the end opening of the seawater hose 13 from the upper housing 321 side.

  The fixing member 15 includes a cylindrical main body portion 151 having a male screw formed on the outer peripheral surface, and a flange portion 152 formed at one end of the main body portion 151 in the axial direction. The outer diameter of the main body 151 is formed to be slightly larger than the inner diameter of the seawater hose 13, and the outer diameter of the flange 152 is substantially the same as the outer diameter of the seawater hose 13. In addition, a plurality of notches are formed on the periphery of the flange 152. When the fixing member 15 is fixed to the seawater hose 13, the jig is engaged with the notch in a state where a dedicated jig is engaged. The fixing member 15 is screwed into the seawater hose 13 by rotating the tool. Accordingly, the fixing member 15 pushes the seawater hose 13 in the radial direction while being screwed into the seawater hose 13. Then, when the flange 152 of the fixing member 15 comes into contact with the end of the seawater hose 13, the fixing is completed by removing the jig.

  In this way, the fixing member 15 is expanded in the radial direction and firmly adhered to the inner wall surface of the mounting hole 3231. Further, the seawater hose 13 and the attachment hole 3231 are connected in a liquid-tight state in order to be in close contact with the retaining ring 14. Similarly, an attachment hole 211 is formed in the transom portion 21, and the seawater hose 13 is attached to the attachment hole 211. The mounting method is the same as described above, and the seawater hose 13 is fixed to the mounting hole 211 by screwing the fixing member 15 similar to the above into the seawater hose 13 inserted into the mounting hole 211 from the gimbal housing 311 side. ing.

  Next, a regulating member that regulates the rotation of the housing will be described. FIG. 7 is a perspective view of the regulating member, FIG. 8 is a perspective view showing how the regulating member is attached, and FIG. 9 is a plan view of FIG. As described above, the shaft member 3122 has an inner portion and a pair of inner portions. As shown in FIGS. 8 and 9, the regulating member 10 is located in a space between both the fixed side guides 3121 and is attached to the inner portion of the shaft member 3122 without removing the hydraulic cylinder 5. . As shown in FIG. 7, the restricting member 10 includes a pair of block-shaped bases 101 in which a semicircular arc-shaped concave portion 1011 is formed, and a pair of stays 102 that connect the bases 101 at a predetermined interval. ing. The base 101 includes a portion that protrudes toward the housing 32 when attached to the shaft member 3122 as will be described later, and a movable-side stopper surface 1012 is formed on the protruding portion. Further, the length of the stay 102 is the distance from the outer surface of one base 101 to the outer surface of the other base 101, and the inner surface of the other fixed side guide 3121 from the inner surface of one fixed side guide 3121. It is defined so as to substantially match the interval up to. When both ends of the base 101 are connected to each other by the stays 102, the semicircular arc-shaped recess 1011 is arranged on the same axis. A pair of cover plates 103 are detachably provided on the base 101 so as to cover the recess 1011. Each cover plate 103 has a semicircular arc shape 1031 at the center.

  At the time of attachment, the concave portion 1011 of the base 101 is applied to the lower half of the shaft member 3122, and the cover plate 103 is put on the corresponding position from above. As shown in FIG. 8, when the cover plate 103 and the base 101 are fixed by the bolt 105, the shaft member 3122 is fastened by the base 101 and the cover plate 103. The restricting member 10 includes an engagement plate 104 that engages with a hole in the inner surface of the guide 3121 of the gimbal ring 312. In the engaging plate 104, a bent portion provided on the free end side engages with a hole in the inner surface of the guide 3121, and a base end side is sandwiched between one cover plate 103 and the base 101. The bolts 105 are fastened together. Thereby, the regulating member 10 can be fixed so as not to rotate around the shaft member 3122.

  When such a regulating member 10 is attached to the gimbal ring 312, when the housing 32 rotates downward, the fixed-side stopper surface 1012 facing the housing 32 in the base 101 becomes the movable-side stopper surface of each movable-side guide 3212. 3212a abuts. Thereby, the downward rotation of the housing 32, that is, a predetermined maximum trim-in angle is defined. The maximum angle can be arbitrarily selected by changing the protruding length of the fixed-side stopper surface 1012 or by preparing several types of bases having different lengths.

  Next, the hydraulic circuit of the outdrive device will be described. FIG. 10 is a hydraulic circuit diagram. The pressure oil pumped up from the oil reservoir through the filter 97 by the hydraulic pump 91 passes through the hydraulic oil supply oil passage, and is sent to the clutch 8 through the forward and reverse solenoid valves. As shown in FIG. 1, the forward solenoid valve and the reverse solenoid valve are electrically connected to a controller 51 in the ship. The controller 51 is provided with a shift operation lever 52, and either of the forward solenoid valve 92 and the reverse solenoid valve 93 is operated by this lever operation, and oil that supplies hydraulic oil from the oil reservoir 3221 is operated. The path is switched to the forward oil path 94b or the reverse oil path 94a connected to the forward or reverse pistons 83a and 83b of the clutch 8.

  The hydraulic circuit is equipped with a relief valve 56 having a loose insertion function in order to reduce the impact caused by the sudden engagement of the clutch 8. In the relief valve 56, two hydraulic piston-like spring receivers 56a and 56b capable of compressing the pressure adjusting spring 56s are arranged in series in the cylinder 56c, and electromagnetic valves are provided for the oil chambers 56d and 56e of the spring receivers 56a and 56b. A pressure regulating circuit is connected by connecting passages branched from the forward output port 92 and the reverse output port 92, respectively. When the shift lever is in the neutral position, the spring receivers 56a and 56b are in a position where they are finally retracted by the bias of the pressure adjusting spring, and the relief valve 56 acts as a relief valve having a small set pressure. When the electromagnetic valves 92 and 93 are switched to forward or reverse, the spring receivers 56a or 56b move in a direction to compress the pressure adjusting spring 56s with a time delay, and the set pressure of the relief valve 56 gradually increases, and the spring receiver When 56a or 56b reaches the specified stroke, the maximum pressure of the clutch hydraulic fluid is obtained. Thus, the hydraulic pressure of the clutch is gradually increased.

When the solenoid valves 92 and 93 are not energized, the return springs 921 and 931 are configured to shift to the side where the oil supply to the clutch 8 is stopped. If the solenoid valves 92 and 93 cannot be energized due to an electrical trouble such as disconnection, the hydraulic oil supply to the clutch 8 is discharged to the drain by the return springs 921 and 931. Runs out and stops.
Next, the operation of the outdrive device configured as described above will be described. As described above, when the shift lever 52 is disposed at the forward movement position F, hydraulic oil is supplied to the forward piston 83a of the clutch 8 via the forward electromagnetic valve 92, and the clutch shaft 61 and the forward gear 71 are connected. The As a result, the power from the input shaft 11 is transmitted to the drive shaft 73 via the forward gear 71, and the propellers 41 and 42 rotate in the forward direction. On the other hand, when the shift lever 52 is disposed at the reverse position R, hydraulic oil is supplied to the clutch 8 via the reverse solenoid valve 93, and the clutch shaft 61 and the reverse gear 72 are connected. As a result, the reverse gear 72 rotates and the propellers 41 and 42 rotate in the reverse direction.

  Further, if the hydraulic cylinder 5 is extended during traveling, the housing 32 is rotated upward and trimmed out. On the other hand, when the hydraulic cylinder 5 is contracted, the housing 32 rotates downward and becomes trimmed. At this time, if the trimming-in is excessive, the regulating member 10 comes into contact with the movable side stopper surface 3212a of the housing 32, so that trimming-in is regulated.

  As described above, according to the present embodiment, the regulating member 10 that regulates trim-in is detachably attached to the shaft member of the gimbal ring 312. Therefore, it is not necessary to remove the hydraulic cylinder 5 from the apparatus, and the maximum trim-in angle can be easily limited only by attaching the regulating member 10.

  As mentioned above, although one Embodiment of this invention was described, this invention is not limited to the said embodiment, A various change is possible unless it deviates from the meaning. For example, in the above embodiment, the restriction member 10 is attached using the shaft member 3122 of the hydraulic cylinder 5, but the attachment method is not particularly limited. For example, a convex portion or a concave portion can be formed at any position of the main body portion 31, and the restricting member 10 can be fixed thereto. Further, the shape is not limited to the stopper 3212, and any shape that abuts on any position of the housing 32 may be used, and trim-in can be further restricted by increasing the amount of protrusion toward the housing. Further, the restricting member 10 can be attached not to the housing 32 but to the main body 31, and in this case, the various modifications described above are possible.

  In the above-described embodiment, the embodiment including the hydraulic multi-plate clutch has been described. However, the present invention can also be applied to embodiments including other clutches. For example, the shifter 51 for operating the clutch 8 may be operated by an electric actuator such as an electric linear actuator or an electric motor, and the electric actuator may be disposed in the upper housing. Further, the present invention is not limited to the friction clutch, and can be applied to a configuration including a meshing clutch such as a cone clutch.

It is a partial cross section figure of the inboard / outboard motor concerning this embodiment. It is sectional drawing which shows the principal part of the inboard / outboard motor of FIG. It is the perspective view which looked at the housing from the lower part of the gimbal ring. It is sectional drawing of a lower housing. It is the sectional view on the AA line of FIG. It is an expanded sectional view of the connection part of a seawater hose. It is a perspective view of a control member. It is the perspective view which showed the mode of attachment of the control member of FIG. It is a top view of FIG. It is a hydraulic circuit diagram of the outdrive device concerning this embodiment.

Explanation of symbols

1 Engine 3 Outdrive device 31 Main body 311 Gimbal housing (base)
32 Housing 41, 42 Propeller 5 Cylinder 10 Restriction member

Claims (5)

An outdrive device attached to the outside of the ship,
A main body fixed to the stern;
A housing mounted with a propeller for propulsion and connected to the main body portion so as to be rotatable in the vertical direction;
An adjustment mechanism for adjusting the rotation angle of the housing;
When either the main body or the housing is detachably attached at a position below the center of rotation, the main body is trimmed by rotating the housing so that the propeller propulsion direction is directed toward the water surface. Or a regulating member that regulates the maximum angle of the predetermined trim-in by contacting the other of the housing;
An outdrive device.   The outdrive device according to claim 1, comprising a plurality of the regulating members according to a desired angle of the trim-in.   The outdrive device according to claim 1, wherein the restricting member includes a protruding portion that protrudes toward the other member of the main body portion or the housing and contacts the other member. The adjustment mechanism has at least one cylinder that can be expanded and contracted,
Both ends of the cylinder are pivotally supported by shaft members provided below the rotation center of the housing and the main body, respectively.
The main body has a fixing member through which the shaft member is fixed,
4. One of the shaft members according to claim 1, wherein one end of the cylinder is pivotally supported by one portion extending across the main body portion and the regulating member is detachably connected to the other portion. An outdrive device according to any one of the above. The regulating member according to any one of claims 1 to 4.

Images