JP2010203494A - Shocking absorbing mechanism and marine propulsion unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock reducing mechanism capable of lengthening the service life of a mechanism for reducing a shock in the rotational peripheral direction. <P>SOLUTION: This shift shock reducing mechanism part (the shock reducing mechanism) 16 is arranged in a transmission passage of driving force to a propeller shaft part 12 from an intermediate shaft member 143. The shift shock reducing mechanism part 16 includes a sun gear 152 of applying a load in the C direction and the B direction in response to the rotation in the B direction and the C direction of the intermediate shaft member 143, a housing part 161 for receiving the load by the sun gear 152, and a plurality of spring members 162 arranged between the sun gear 152 and the housing part 161 and arranged so as to be capable of reducing the shock by being compressed on the rotational peripheral direction of the propeller shaft part 12 even in any case when the sun gear 152 receives the load in the C direction and when receiving the load in the B direction. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a shock absorbing mechanism and a marine propulsion unit, and more particularly to a shock absorbing mechanism and a marine propulsion unit that can reduce the impact in the rotational circumferential direction.

  2. Description of the Related Art Conventionally, a shock absorbing mechanism that can reduce the impact in the rotational circumferential direction is known (see, for example, Patent Document 1). In Patent Document 1, a propeller shaft composed of two shaft portions, a drive shaft portion extending in the front-rear direction and a driven shaft portion engaged with the drive shaft portion, a propeller rotated together with the propeller shaft, There has been disclosed a marine vessel propulsion device including a forward / reverse switching mechanism capable of inputting engine driving force to a propeller shaft so as to propel it to either one of the rear sides. In Patent Document 1, a tooth provided on a drive shaft portion of a propeller shaft is slid while sliding in a direction along the axis of the propeller shaft with respect to a tooth provided on a driven shaft portion, thereby rotating in the circumferential direction of rotation. Is converted into a longitudinal force along the axis of the propeller shaft, and the spring member arranged in the axial direction is configured to absorb the impact when the driving force is input to the propeller shaft. Yes.

JP 2000-280983 A

  However, in the marine vessel propulsion device (marine propulsion unit) disclosed in Patent Document 1, the teeth provided on the drive shaft portion are driven in order to reduce the impact when the driving force is input to the propeller shaft. Since it is necessary to slide while sliding in the direction along the axis of the propeller shaft with respect to the teeth provided on the shaft portion, the teeth provided on the drive shaft portion and the teeth provided on the driven shaft portion mutually There is an inconvenience that it may be worn out. For this reason, there exists a problem that the lifetime of the mechanism which reduces the impact of a rotation circumferential direction may become short.

  The present invention has been made to solve the above-described problems, and one object of the present invention is to provide a shock reduction mechanism capable of extending the life of the mechanism for reducing the impact in the rotational circumferential direction, and It is to provide a marine propulsion unit.

Means for Solving the Problems and Effects of the Invention

  In order to achieve the above object, a shock reduction mechanism according to a first aspect of the present invention is a shock reduction mechanism provided in a transmission path of a driving force from an input shaft to an output shaft, in the first direction of the input shaft. And a load part that receives a load in the third direction and the fourth direction, a load receiving part that receives a load by the load part, and between the load part and the load receiving part, respectively. It is possible to reduce the impact by compressing in the rotational circumferential direction of the output shaft regardless of whether the load part receives a load in the third direction or a load in the fourth direction. And a plurality of spring members disposed on the surface.

  In the shock reduction mechanism according to the first aspect, as described above, between the load portion and the load receiving portion, either the load portion receives a load in the third direction or the load in the fourth direction. Even when rotating from a stopped state by providing a plurality of spring members arranged to reduce impact by being compressed on the rotational circumferential direction of the output shaft, or The impact in the rotational circumferential direction when the rotational direction is converted to the reverse direction can be directly absorbed by the spring member disposed so as to be compressible on the rotational circumferential direction of the output shaft. This eliminates the need to provide a mechanism for changing the direction of the force in order to absorb the impact in the rotational circumferential direction, such as teeth that are slidably engaged with each other while sliding, thus reducing the impact in the rotational circumferential direction. The lifetime of the mechanism can be extended.

  In the shock reduction mechanism according to the first aspect, preferably, the first receiving member that is housed in the load receiving portion and supports one side of each of the plurality of spring members, and the plurality of spring members are housed in the load receiving portion. And a second housing member capable of extending and contracting each of the plurality of spring members by rotating relative to the first housing member, and the first housing member includes: When the load unit receives a load in the third direction, the load unit is configured to move in the third direction so as to approach the second storage member. The second storage member has a load in the fourth direction. When receiving, it is comprised so that it may move to a 4th direction so that it may approach a 1st accommodating member. If comprised in this way, even if it is any case where the 1st accommodating member is moved to the 3rd direction and the case where the 2nd accommodating member is moved to the 4th direction, each of a plurality of spring members is arranged. Can be compressed. Thereby, even when a large impact is applied to the load portion, the impact in the rotational circumferential direction can be effectively absorbed by the reaction force of each of the plurality of spring members.

  In the shock reduction mechanism including the first housing member and the second housing member, preferably, the first housing member and the second housing member are each brought into contact with each other when moved in a direction approaching each other. The second abutting portion is provided, and the first abutting portion and the second abutting portion abut against each other so that the spring member is not compressed more than a predetermined compression amount. If comprised in this way, when absorbing an impact with a some spring member, it can suppress that a spring member is damaged resulting from a spring member being compressed more than predetermined compression amount.

  In this case, preferably, the output shaft is configured to be driven in a state where the first contact portion and the second contact portion are in contact after the impact is reduced by the plurality of spring members. . According to this structure, after the impact is reduced by the plurality of spring members, the relative rotational positions of the first housing member and the second housing member are fixed to each other by the contact between the first housing member and the second housing member. In this state, the driving force can be transmitted to the output shaft, so that the driving rotation of the output shaft can be stabilized.

  In the shock reduction mechanism including the first housing member and the second housing member, preferably, the load portion presses the first housing member in the third direction when the load portion receives a load in the third direction, When the load portion receives a load in the fourth direction, the load portion includes a protrusion that presses the second housing member in the fourth direction. If comprised in this way, a 1st accommodating member and a 2nd accommodating member can be easily moved to the direction where the load part received load with a projection part.

  In the shock reduction mechanism including the first housing member and the second housing member, preferably, the load receiving portion supports the second housing member when the first housing member is pressed in the third direction, and When the two housing members are pressed in the fourth direction, a support portion that supports the first housing member is included. If comprised in this way, when a 1st accommodating member is pressed in the 3rd direction by the load part by the support part, it will suppress that a 2nd accommodating member moves to a 3rd direction with a 1st accommodating member. In addition, when the second housing member is pressed in the fourth direction by the load portion, the first housing member can be prevented from moving in the fourth direction together with the second housing member.

  In the shock reduction mechanism according to the first aspect, preferably, the load portion includes gears other than the input gear and the output gear of the planetary gear mechanism portion provided in the transmission path from the input shaft to the output shaft, and the load receiving portion is The housing portion is connected to a gear other than the input gear and the output gear via a spring member, and is fixedly installed. If comprised in this way, the impact provided to gears other than an input gear and an output gear will be directly transmitted to a housing part by the spring member provided between gears other than an input gear and an output gear, and a housing part. Can be suppressed.

  In the shock reduction mechanism according to the first aspect, preferably, the load portion is provided on the input shaft and is configured to rotate integrally with the input shaft, and the load receiving portion includes a spring member with respect to the load portion. It is provided on the output shaft so as to be connected via the output shaft, and is configured to rotate integrally with the output shaft. If comprised in this way, it can suppress that the impact provided to an input shaft is directly transmitted to an output shaft by the spring member arrange | positioned between a load part and a load receiving part.

  In the shock reduction mechanism according to the first aspect, preferably, the spring member includes a compression coil spring, and the compression coil spring is disposed so as to be extendable and contractible in the rotational circumferential direction of the output shaft. If comprised in this way, the stroke which can be expanded-contracted on the rotation circumferential direction of an output shaft can be enlarged by using a compression coil spring.

  A marine propulsion unit according to a second aspect of the present invention includes an engine, a drive shaft portion that extends downward of the engine, transmits the rotational force of the engine downward, outputs the driving force of the engine, and intersects the drive shaft portion. Forward / backward switching configured to change the direction of rotation of the propeller shaft portion in order to propel the hull forward or backward, propeller shaft portion extending in the direction of propulsion, propeller rotated together with the propeller shaft portion Along with the rotation of the mechanism unit, the input shaft to which the rotational force from the forward / reverse switching mechanism unit is input, and the rotation of the input shaft in the first direction and the second direction, respectively, the third direction and the fourth direction Between the planetary gear mechanism including the sun gear that receives the load, the fixedly installed housing that receives the load from the sun gear, and the sun gear and the housing Even if the sun gear receives a load in the third direction and a load in the fourth direction, the impact can be reduced by being compressed in the rotational circumferential direction of the propeller shaft portion. And a shock reduction mechanism including a plurality of spring members arranged.

  In the marine propulsion unit according to the second aspect, as described above, the sun gear receives either a load in the third direction or a load in the fourth direction between the sun gear and the housing portion. Even when the propeller shaft portion is rotated from the stopped state by providing a shock reduction mechanism including a plurality of spring members arranged so as to be able to reduce the impact by being compressed in the rotational circumferential direction of the propeller shaft portion. Alternatively, the impact in the rotational circumferential direction when the rotational direction is converted to the reverse direction can be directly absorbed by the spring member disposed so as to be compressible in the rotational circumferential direction of the propeller shaft portion. This eliminates the need to provide a mechanism for changing the direction of the force in order to absorb the impact in the rotational circumferential direction, such as teeth that are slidably engaged with each other while sliding, thus reducing the impact in the rotational circumferential direction. The lifetime of the mechanism can be extended.

  In the marine vessel propulsion unit according to the second aspect, preferably, the shock reduction mechanism is housed in the housing portion, and is housed in the housing portion, a first housing member that supports one side of each of the plurality of spring members, and a plurality of A second housing member that supports the other side of each of the spring members and that is capable of expanding and contracting each of the plurality of spring members by being rotated relative to the first housing member. The member is configured to be moved in the third direction so as to approach the second housing member when the sun gear receives a load in the third direction. The second housing member is configured so that the sun gear is loaded in the fourth direction. When receiving, it is comprised so that it may move to a 4th direction so that it may approach a 1st accommodating member. If comprised in this way, even if it is any case where the 1st accommodating member is moved to the 3rd direction and the case where the 2nd accommodating member is moved to the 4th direction, each of a plurality of spring members is arranged. Can be compressed. Thereby, even when a large impact is applied to the sun gear, the impact in the rotational circumferential direction can be effectively absorbed by the reaction force of each of the plurality of spring members.

  In this case, preferably, the first housing member and the second housing member are respectively provided with a first contact portion and a second contact portion that come into contact with each other when moved in a direction approaching each other. The first contact portion and the second contact portion are in contact with each other so that the spring member is not compressed more than a predetermined compression amount. If comprised in this way, when absorbing an impact with a some spring member, it can suppress that a spring member is damaged resulting from a spring member being compressed more than predetermined compression amount.

It is sectional drawing which showed the outboard motor in which the shift shock reduction mechanism part by 1st Embodiment of this invention was mounted. It is sectional drawing for demonstrating the structure of the outboard motor in which the shift shock reduction mechanism part by 1st Embodiment shown in FIG. 1 was mounted. It is sectional drawing for demonstrating the structure of the shift shock reduction mechanism part periphery by 1st Embodiment shown in FIG. FIG. 3 is a cross-sectional view for explaining a configuration of a planetary gear mechanism portion of an outboard motor on which the shift shock reduction mechanism portion according to the first embodiment shown in FIG. 1 is mounted. It is a perspective view for demonstrating the structure of the planetary gear mechanism part of the outboard motor in which the shift shock reduction mechanism part by 1st Embodiment shown in FIG. 1 was mounted. It is sectional drawing for demonstrating the structure of the shift shock reduction mechanism part by 1st Embodiment shown in FIG. It is a front view for demonstrating the structure of the housing part of the shift shock reduction mechanism part by 1st Embodiment shown in FIG. It is a front view for demonstrating the structure of the one side accommodating member of the shift shock reduction mechanism part by 1st Embodiment shown in FIG. It is a front view for demonstrating the structure of the other side accommodating member of the shift shock reduction mechanism part by 1st Embodiment shown in FIG. It is a front view for demonstrating the structure of the sun gear of the shift shock reduction mechanism part by 1st Embodiment shown in FIG. It is sectional drawing for demonstrating operation | movement of the shift shock reduction mechanism part by 1st Embodiment shown in FIG. It is sectional drawing for demonstrating operation | movement of the shift shock reduction mechanism part by 1st Embodiment shown in FIG. It is the schematic diagram which showed the four-wheel vehicle by which the shift shock reduction mechanism part by 2nd Embodiment of this invention was mounted. It is sectional drawing for demonstrating the structure of the shift shock reduction mechanism part by 2nd Embodiment of this invention. It is sectional drawing for demonstrating the structure of the shift shock reduction mechanism part by 2nd Embodiment of this invention.

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

(First embodiment)
First, a configuration in which the shift shock reduction mechanism unit 16 according to the first embodiment of the present invention is applied to the outboard motor 1 will be described with reference to FIGS. In the figure, FWD indicates the forward direction, and BWD indicates the reverse direction. The outboard motor 1 is an example of the “marine propulsion unit” in the present invention.

  As illustrated in FIG. 1, the outboard motor 1 according to the first embodiment extends below the engine 10, a drive shaft portion 11 that transmits the driving force of the engine 10, and the driving of the engine 10. A propeller shaft portion 12 that outputs a force and extends in a direction orthogonal to (intersects) the drive shaft portion 11 and a propeller 13 that rotates together with the propeller shaft portion 12 are included. Further, the outboard motor 1 further changes the rotation direction of the propeller shaft portion 12 in order to propel the hull (not shown) forward (arrow FWD direction) or backward (arrow BWD direction). And a planetary gear mechanism 15 that is disposed on the rotation center axis L1 of the propeller shaft portion 12 and decelerates the rotation of the propeller shaft portion 12. The propeller shaft portion 12 is an example of the “output shaft” in the present invention.

  The engine 10 is housed in a cowling 101 of the case unit 100. The engine 10 is provided with a crankshaft 10a that rotates in the A direction about the axis L2. Further, the upper portion of the drive shaft portion 11 is connected to the crankshaft 10a. The drive shaft portion 11 is disposed on the axis L2 and is configured to rotate in the A direction together with the crankshaft 10a. Further, the drive shaft portion 11 is housed in the upper case 102 and the lower case 103 of the case portion 100.

  As shown in FIG. 2, a bevel gear 110 is attached to the lower end portion of the drive shaft portion 11 so as to rotate in the A direction together with the drive shaft portion 11. In the first embodiment, the A direction is a clockwise direction when viewed in plan. The bevel gear 110 is configured to transmit driving force to the forward / reverse switching mechanism 14. Specifically, the forward / reverse switching mechanism unit 14 includes a front bevel gear 141 disposed on the lower side in the arrow FWD direction and a rear bevel gear 142 disposed on the lower side in the arrow BWD direction. The bevel gear 110 is meshed with the gear portion 141a of the front bevel gear 141, and is meshed with the gear portion 142a of the rear bevel gear 142 arranged on the lower side in the arrow BWD direction.

  The front bevel gear 141 is configured to rotate in the B direction about the rotation center axis L1 of the propeller shaft portion 12 as the bevel gear 110 is rotated in the A direction. The gear ratio between the bevel gear 110 and the front bevel gear 141 is about 1.75, and the rotation of the bevel gear 110 is decelerated and transmitted to the front bevel gear 141. Further, the rear bevel gear 142 is configured to rotate in the C direction opposite to the B direction around the rotation center axis L1 of the propeller shaft portion 12 as the bevel gear 110 is rotated in the A direction. Has been. The gear ratio between the bevel gear 110 and the rear bevel gear 142 is about 1.75, similar to the gear ratio between the bevel gear 110 and the front bevel gear 141, and the rotation of the bevel gear 110 is decelerated and transmitted to the rear bevel gear 142. . Further, in the first embodiment, the B direction is a counterclockwise direction when the propeller shaft portion 12 is viewed from the front side (arrow FWD direction side) of the outboard motor 1, and the “first direction” of the present invention. And “fourth direction”. The C direction is a clockwise direction when the propeller shaft portion 12 is viewed from the front side of the outboard motor 1, and is an example of the “second direction” and the “third direction” in the present invention.

  The front bevel gear 141 is fitted into a bearing 104 formed of a taper bearing (conical roller bearing). The bearing 104 is fixed to the lower case 103, and is configured to be able to stably support the front bevel gear 141 even when the front bevel gear 141 is rotated about the rotation center axis L1. Yes. A dog portion 141b that can be engaged with and separated from a front dog 147a of a dog clutch 147, which will be described later, is provided in a portion on the rotation center axis L1 side of the gear portion 141a of the front bevel gear 141.

  Further, the rear bevel gear 142 is fitted into the bearing 105. The bearing 105 is fixed to the lower case 103 via the housing portion 106, and stably supports the rear bevel gear 142 even when the rear bevel gear 142 is rotated about the rotation center axis L1. Is configured to be possible. A dog portion 142b that can be engaged with and separated from a rear dog 147b of a dog clutch 147, which will be described later, is provided at a portion on the rotation center axis L1 side of the gear portion 142a of the rear bevel gear 142.

  Further, below the bevel gear 110, an intermediate shaft member 143 to which a rotational force from the drive shaft portion 11 is input via the front bevel gear 141 or the rear bevel gear 142 is disposed so as to be rotatable around the rotation center axis L1. Yes. The intermediate shaft member 143 is an example of the “input shaft” in the present invention. The front end portion of the intermediate shaft member 143 is inserted into the opening hole 141c along the rotation center axis L1 of the front bevel gear 141. The intermediate shaft member 143 is disposed so as to idle with respect to the front bevel gear 141. The rear portion of the intermediate shaft member 143 is inserted into the opening hole 142 c along the rotation center axis L <b> 1 of the rear bevel gear 142. Further, the intermediate shaft member 143 is disposed so as to idle with respect to the rear bevel gear 142.

  Further, an insertion hole 143a is formed along the rotation center axis L1 on the arrow FWD direction side of the intermediate shaft member 143. Further, a through hole 143b orthogonal to the insertion hole 143a is formed on the outer peripheral surface of the intermediate shaft member 143. The through hole 143b is formed in a long hole shape having a longitudinal direction in the front-rear direction (arrow FWD direction and arrow BWD direction).

  A cylindrical slide member 145 is inserted into the insertion hole 143a along the rotation center axis L1 of the intermediate shaft member 143 so as to be slidable in the front-rear direction (arrow FWD direction and arrow BWD direction). Further, a rod-like connecting member 146 is attached to a portion corresponding to the through hole 143 b of the slide member 145 so as to be orthogonal to the slide member 145. The connecting member 146 is disposed so as to extend along the through-hole 143b, and is disposed so as to protrude outward from the outer peripheral surface of the intermediate shaft member 143. Further, since the connecting member 146 is fixed to the slide member 145, the slide member 145 is slid in the front-rear direction (arrow FWD direction and arrow BWD direction) along the insertion hole 143a and the through-hole 143b is moved in the front-rear direction. It is configured to slide.

  A dog clutch 147 is fixed to both ends of the connecting member 146. The dog clutch 147 is spline-engaged with the outer peripheral surface of the intermediate shaft member 143, and is configured to rotate about the rotation center axis L1 together with the connecting member 146 and to be slidable in the front-rear direction.

  A front dog 147a is provided at the end of the dog clutch 147 on the arrow FWD direction side, and a rear dog 147b is provided on the end of the dog clutch 147 on the arrow BWD direction side. The dog clutch 147 is configured such that the front dog 147a is engaged with the dog portion 141b of the front bevel gear 141 by sliding in the arrow FWD direction. On the other hand, the dog clutch 147 is configured such that the rear dog 147b is engaged with the dog portion 142b of the rear bevel gear 142 by sliding in the arrow BWD direction. That is, when the dog clutch 147 is engaged with the front bevel gear 141, the rotation direction of the propeller 13 (see FIG. 1) for moving forward is as follows: B direction around the rotation center axis L <b> 1 of the front bevel gear 141. , Simply “forward direction”), and has a function of transmitting the rotational torque to the intermediate shaft member 143. On the other hand, when the dog clutch 147 is engaged with the rear bevel gear 142, the dog clutch 147 rotates in the C direction (propeller 13 for reverse travel (see FIG. 1)) about the rotation center axis L1 of the rear bevel gear 142. Direction: hereinafter simply referred to as “reverse direction”), and has a function of transmitting the rotational torque to the intermediate shaft member 143. When the dog clutch 147 is located at an intermediate position where it is not engaged with both the front bevel gear 141 and the rear bevel gear 142, the driving force of the bevel gear 110 is not transmitted to the intermediate shaft member 143.

  A connecting member 148 is engaged with the front end of the slide member 145. The connecting member 148 has a function of moving the dog clutch 147 in the front-rear direction by moving the slide member 145 in the front-rear direction. Specifically, the projection 149 a of the forward / reverse switching lever 149 is engaged with the connecting member 148. The connecting member 148 is movable in the front-rear direction by moving the convex portion 149a in the front-rear direction as the forward-reverse switching lever 149 is rotated about the axis L3 (see FIG. 2). It is configured. Thereby, the slide member 145 can be moved in the front-rear direction.

  Further, as shown in FIG. 3, on the rotation center axis L1 side in the vicinity of the rear end portion of the intermediate shaft member 143, the front end portion of the propeller shaft portion 12 and a planetary gear mechanism to be described later attached to the propeller shaft portion 12 are provided. A recess 143c into which the front end of the carrier 154 of the portion 15 can be inserted is provided. The recess 143c has a circumferential inner peripheral surface, and the bush 107 is disposed on the inner peripheral surface of the recess 143c. The bush 107 has a function of steadying the carrier 154 of the planetary gear mechanism 15.

  In addition, an oil passage portion 143d connected to the insertion hole 143a is formed coaxially with the rotation center axis L1 at the bottom portion (the arrow FWD direction side portion) of the recess 143c. The oil passage portion 143d has a function of supplying oil to a later-described shift shock reduction mechanism portion 16 of the planetary gear mechanism portion 15 through the oil passage portion 120a of the propeller shaft portion 12.

  Further, a flange portion 143e extending in a direction intersecting with the direction in which the intermediate shaft member 143 extends (the arrow FWD direction and the arrow BWD direction) is provided on the outer peripheral portion of the rear end portion of the intermediate shaft member 143. Further, the flange portion 143e is formed with an engaging portion 143f formed in a circumferential shape on the outer peripheral portion thereof. The engaging portion 143f has a function of meshing with a ring gear 151 of the planetary gear mechanism portion 15 to be described later and transmitting the rotation of the intermediate shaft member 143 to the planetary gear mechanism portion 15.

  The planetary gear mechanism portion 15 is housed in a housing portion 106 attached to the lower case 103 and is disposed on the outer peripheral portion of the front end portion of the propeller shaft portion 12. Further, the planetary gear mechanism 15 is configured so that the driving force is transmitted by the intermediate shaft member 143, and is configured to decelerate the rotation of the intermediate shaft member 143 and transmit it to the propeller shaft portion 12. Yes.

  Next, the detailed structure of the planetary gear mechanism 15 will be described. In the first embodiment, the planetary gear mechanism 15 includes the ring gear 151 that rotates about the rotation center axis L1 as the intermediate shaft member 143 rotates, and the rotation of the intermediate shaft member 143 in the B direction and the C direction. Accordingly, a sun gear 152 that receives loads in the C direction and the B direction, six planetary gears 153 meshed with both the ring gear 151 and the sun gear 152, and a carrier 154 that rotatably supports the planetary gear 153 are included. Yes. The ring gear 151 is an example of the “input gear” in the present invention, and the sun gear 152 is an example of the “gear other than the input gear and the output gear” and the “load portion” in the present invention. The planetary gear 153 is an example of the “output gear” in the present invention. In addition, the planetary gear mechanism 15 of the first embodiment is configured so that the sun gear 152 does not rotate, the driving force is input from the ring gear 151, and the planetary gear mechanism that is output from the carrier 154 that supports the planetary gear 153. It is.

  The ring gear 151 is engaged with the engaging portion 143f of the intermediate shaft member 143, and is configured to rotate as the intermediate shaft member 143 rotates. A sun gear 152 is disposed at a position spaced from the inner peripheral portion of the ring gear 151 by a predetermined distance. The sun gear 152 is disposed so as to surround the outer peripheral surface of the propeller shaft portion 12 in a circumferential shape, and is held rotatably by a predetermined angle in a shift shock reduction mechanism portion 16 described later. A bearing 155 is disposed between the inner peripheral surface of the sun gear 152 and the outer peripheral surface of the propeller shaft portion 12. In the first embodiment, the sun gear 152 is configured to extend rearward from the gear portion 152a engaged with the planetary gear 153, and the rear portion of the sun gear 152 is a part of the shift shock reduction mechanism portion 16 described later. Parts. The configuration of the rear portion of the sun gear 152 will be described in detail when the configuration of the shift shock reduction mechanism unit 16 is described.

  As shown in FIG. 4, the six planetary gears 153 are respectively disposed between the ring gear 151 and the sun gear 152. Each of the six planetary gears 153 is configured to be rotatable about the shaft member 156 in either the D1 direction (forward direction) or the D2 direction (reverse direction), and between the shaft member 156 and the planetary gear 153. Is provided with a bearing 157. Thus, the sun gear 152 is configured such that when the intermediate shaft member 143 is rotated in the B direction, a load in the C direction is applied as the planetary gear 153 of the planetary gear mechanism unit 15 is rotated in the D1 direction. ing. The sun gear 152 is configured such that when the intermediate shaft member 143 is rotated in the C direction, a load in the B direction is applied as the planetary gear 153 of the planetary gear mechanism portion is rotated in the D2 direction. .

  By configuring the ring gear 151, the sun gear 152, and the six planetary gears 153 as described above, the sun gear 152 that is rotatably held by a predetermined angle with respect to the shift shock reduction mechanism 16 described later does not rotate. The ring gear 151 is in the B direction (the rotational direction of the planetary gear 153 for moving forward: simply referred to as “forward direction” hereinafter) and the C direction (the rotational direction of the planetary gear 153 for moving backward: simply referred to as “reverse direction”). 6), the six planetary gears 153 are moved around the shaft member 156 in either the D1 direction (forward direction) or the D2 direction (reverse direction). Is possible. In this case, the six planetary gears 153 are moved around the sun gear 152 around the rotation center axis L1 in either the E1 direction (forward direction) or the E2 direction (reverse direction), and are inserted into the planetary gear 153. Each of the members 156 is moved together with the planetary gear 153 in either the E1 direction (forward direction) or the E2 direction (reverse direction) around the rotation center axis L1.

  Further, as shown in FIGS. 3 and 5, the six shaft members 156 are fixed to a carrier 154 that can rotate around the rotation center axis L1. Specifically, the carrier 154 includes a cylindrical portion 154a attached to the outer peripheral surface of the front end portion of the propeller shaft portion 12, a flange portion 154b formed on the outer peripheral surface of the cylindrical portion 154a, and a shaft member 156 (FIG. 3), the flange portion 154c at the end on the arrow BWD direction side, and the column portion 154d (see FIG. 5) for connecting the flange portion 154b and the flange portion 154c. The six shaft members 156 are fixed to the flange portion 154b and the flange portion 154c of the carrier 154, respectively, as shown in FIG. Thus, when the six shaft members 156 are moved around the sun gear 152 in either the E1 direction (see FIG. 4) (forward direction) or the E2 direction (see FIG. 4) (reverse direction), the flange portion The carrier 154 can be rotated in one of the B direction (see FIGS. 3 and 4) (forward direction) and the C direction (see FIGS. 3 and 4) (reverse direction) via 154b and the flange portion 154c. It becomes possible. Further, the cylindrical portion 154a of the carrier 154 is spline-fitted with the outer peripheral surface of the propeller shaft portion 12, and the propeller shaft portion 12 has either the B direction (forward direction) or the C direction (reverse direction). It is rotated in either direction and rotated in either the B direction (forward direction) or the C direction (reverse direction).

  Next, the shift shock reduction mechanism unit 16 will be described in detail. The shift shock reduction mechanism unit 16 is an example of the “shock reduction mechanism” in the present invention. As shown in FIG. 3, in the first embodiment, the shift shock reduction mechanism 16 is provided behind the planetary gear 153, and the sun gear 152 receives a load in the B direction and a load in the C direction. In any case, it has a function of reducing the impact of the driving force input to the sun gear 152 (planetary gear mechanism 15). That is, the shift shock reduction mechanism unit 16 has a function of reducing an impact when a driving force is input to the propeller shaft unit 12 by the forward / reverse switching mechanism unit 14. Further, the shift shock reduction mechanism 16 is provided in the transmission path of the driving force from the intermediate shaft member 143 to the propeller shaft 12 as described above.

  Specifically, in the first embodiment, as shown in FIG. 6, the shift shock reduction mechanism unit 16 is configured such that C rotates along with the rotation of the intermediate shaft member 143 (see FIG. 3) in the B direction and the C direction, respectively. Cylinder portion 152b extending rearward from a gear portion 152a (see FIG. 3) of the sun gear 152 to which a load in the direction B is applied, a housing portion 161 that receives a load from the cylindrical portion 152b, a cylindrical portion 152b, and a housing portion 161 And five spring members 162 made of compression coil springs. The housing portion 161 is an example of the “load receiving portion” in the present invention. The shift shock reduction mechanism 16 is further housed in the housing 161 and is housed in the housing 161 and is supported in the housing 161 by supporting one side of each of the five spring members 162. It is comprised by the other side accommodating member 164 which supports each other side. The one side housing member 163 is an example of the “second housing member” in the present invention, and the other side housing member 164 is an example of the “first housing member” in the present invention.

  As shown in FIGS. 3 and 7, the housing portion 161 of the shift shock reduction mechanism portion 16 is formed in an annular groove shape that opens in the arrow FWD direction. Further, as shown in FIG. 7, a plurality of protrusions 161a are formed on the outer peripheral portion of the housing part 161, and the protrusions 161a are engaged with the housing part 106 (see FIG. 3). Further, as shown in FIGS. 6 and 7, the groove portion 161b of the housing portion 161 restricts the movement of the one-side accommodation member 163 (see FIGS. 6 and 8) in the B direction, and the spring member 162 (see FIG. 6). 6) and a plurality of supports that support the load of the spring member 162 (see FIG. 6) by restricting the movement of the other housing member 164 (see FIGS. 6 and 9) in the C direction. A portion 161c is provided. Each of the plurality of support portions 161c has a shape protruding toward the rotation center axis L1 so as to be inclined from the inner peripheral surface of the groove portion 161b. One side inclined surface 161d of the plurality of support portions 161c supports the one side accommodating member 163, and the other side inclined surface 161e has a function of supporting the other side accommodating member 164. Further, the propeller shaft portion 12 is inserted into the inner peripheral portion of the housing portion 161 via a bearing 155.

  As shown in FIG. 6, the other-side accommodation member 164 (see FIGS. 6 and 9) is accommodated in the groove portion 161 b of the housing portion 161. The other-side accommodation member 164 is disposed so as to be rotatable in the B direction and the C direction with respect to the housing portion 161. Further, as shown in FIGS. 6 and 9, the other side accommodation member 164 is provided with a C direction side accommodation portion 164 a that supports the C direction side of each of the five spring members 162 (see FIG. 6). . A flat surface-shaped contact portion 164b is formed in each of the C direction side accommodating portions 164a on the B direction side portion. Each of the contact portions 164b is an example of the “first contact portion” in the present invention. These abutting portions 164b are respectively described later when the B direction side accommodating portion 163a (see FIG. 6) and the C direction side accommodating portion 164a of the one side accommodating member 163 to be described later are moved in a direction approaching each other. It is comprised so that it may contact | abut with the contact part 163b (refer FIG. 6) of the side accommodating member 163. FIG. Further, the C direction side portion of the C direction side accommodating portion 164a has a load receiving portion that receives a load when a projection 152c (see FIGS. 6 and 10) of the sun gear 152 described later is moved in the B direction. 164c is provided.

  Further, as shown in FIG. 6, the cylindrical portion 152 b of the sun gear 152 is accommodated in the portion on the center side in the radial direction of the groove portion 161 b of the housing portion 161. As shown in FIG. 6, the cylindrical portion 152b of the sun gear 152 is formed with five protrusions 152c extending outward in the radial direction. These five protrusions 152c are arranged so as to face the apex 161f of the support 161c of the housing 161 when no load in the B direction and C direction is applied to the sun gear 152, respectively. Further, the projecting portions 152c of the sun gear 152 push the other side housing member 164 in the B direction when the sun gear 152 receives the load in the B direction, and one side when the sun gear 152 receives the load in the C direction. The housing member 163 is configured to press in the C direction.

  Further, as shown in FIG. 3, the one-side accommodation member 163 is accommodated in the groove portion 161 b of the housing portion 161 from the arrow FWD direction side of the other-side accommodation member 164 and the cylindrical portion 152 b of the sun gear 152. As shown in FIG. 6, the one-side accommodation member 163 is arranged to be rotatable in the B direction and the C direction with respect to the housing portion 161. Further, as shown in FIGS. 6 and 9, the one-side accommodation member 163 is provided with a B-direction side accommodation portion 163 a that supports the B-direction side of each of the five spring members 162. A flat surface contact portion 163b is formed on each of the B direction side accommodating portions 163a in the C direction side portion. The contact portion 163b is an example of the “second contact portion” in the present invention. These abutting portions 163b are respectively moved when the C direction side accommodating portion 164a (see FIG. 6) and the B direction side accommodating portion 163a of the other side accommodating member 164 are moved toward each other. It is comprised so that it may contact | abut with the contact part 164b (refer FIG. 6). In addition, a load receiving portion 163c that receives a load when the projection 152c (see FIG. 6) of the sun gear 152 is moved in the C direction is provided on the B direction side portion of the B direction side accommodating portion 163a. Yes.

  Further, in the first embodiment, as shown in FIG. 6, as described above, the five spring members 162 are respectively in the B direction side accommodation portion 163 a of the one side accommodation member 163 and the C direction of the other side accommodation member 164. It is accommodated so as to be urged by both side accommodating portions 164a. When the one-side accommodation member 163 and the other-side accommodation member 164 are relatively rotated in the B direction or the C direction, the five spring members 162 can be expanded and contracted, respectively. Further, as shown in FIGS. 6 and 7, the five spring members 162 are respectively connected to the B-direction side accommodating portion 163a (see FIG. 6) and the C-direction from the spring insertion holes 161g provided in the outer peripheral portion of the housing portion 161. It is inserted in the side accommodating part 164a (refer FIG. 6).

  Further, as shown in FIG. 3, a disk portion 163 d provided on the arrow FWD direction side of the one-side housing member 163 is disposed on the arrow FWD direction side of the housing portion 161. The disc portion 163d is formed by a circlip 165 engaged with the inner peripheral surface side of the groove portion 161b of the housing portion 161 and a circlip 166 engaged with the outer peripheral surface side of the cylindrical portion 152b of the sun gear 152 in the arrow BWD direction. It is supported toward.

  In addition, an oil passage portion 120 a is formed in the front portion of the propeller shaft portion 12. The oil passage portion 120 a has a function of supplying oil to the planetary gear mechanism portion 15 and the shift shock reduction mechanism portion 16 via the bearing 155. Further, as shown in FIG. 2, the oil passage portion 120 a has a function of supplying oil to a bearing 121 that supports the propeller shaft portion 12 at the rear portion of the lower case 103.

  Also, a propeller 13 is disposed at the rear end portion of the propeller shaft portion 12, and the propeller 13 is rotatable with the propeller shaft portion 12 rotating at a speed lower than the rotational speed of the intermediate shaft member 143. 12 is attached.

  Next, with reference to FIGS. 1 to 4, 6, and 11, the drive force transmission path from the drive shaft portion 11 to the propeller 13 of the outboard motor 1 and the operation of the shift shock reduction mechanism portion 16 will be described. . First, the case where it advances is demonstrated. In this case, in order to transmit the rotation of the front bevel gear 141 in the B direction to the propeller 13 via the intermediate shaft member 143, the planetary gear mechanism portion 15 and the propeller shaft portion 12, the front dog 147a of the dog clutch 147 is engaged. The intermediate portion is engaged with the dog portion 141b of the front bevel gear 141 from the intermediate position.

  As shown in FIG. 1, when the engine 10 is driven, the drive shaft portion 11 is rotated in the A direction as the crankshaft 10 a is rotated in the A direction. Then, the rotation of the drive shaft portion 11 in the A direction is input to the front bevel gear 141 and the rear bevel gear 142 as shown in FIG.

  Specifically, as the drive shaft portion 11 is rotated in the A direction, the bevel gear 110 attached in the vicinity of the lower end portion of the drive shaft portion 11 is rotated in the A direction. As the bevel gear 110 is rotated in the A direction, the front bevel gear 141 is rotated in the B direction, and the rear bevel gear 142 is rotated in the C direction. Here, as the dog clutch 147 and the front bevel gear 141 are engaged, the rotation of the front bevel gear 141 in the B direction is transmitted to the intermediate shaft member 143, and the intermediate shaft member 143 is rotated in the B direction.

  Then, the rotation of the intermediate shaft member 143 in the B direction is transmitted to the planetary gear mechanism portion 15 from the engaging portion 143f of the intermediate shaft member 143. Specifically, as shown in FIG. 3, since the engaging portion 143f of the intermediate shaft member 143 and the ring gear 151 of the planetary gear mechanism portion 15 are meshed, the ring gear 151 is rotated in the B direction. At this time, as shown in FIG. 4, the six planetary gears 153 are each rotated in the D1 direction, and the sun gear 152 is given a rotational torque in the C direction by the six planetary gears 153. Accordingly, the rotational torque in the C direction applied to the sun gear 152 is transmitted to the shift shock reduction mechanism unit 16. Thereby, as shown in FIG. 11, the five protrusions 152c of the sun gear 152 are rotated in the C direction.

  And since the projection part 152c of the sun gear 152 presses the load receiving part 163c of the one side accommodating member 163 in the C direction, the one side accommodating member 163 is rotated in the C direction, and the B direction side accommodating part 163a is Moved in the direction. At this time, since the other side accommodation member 164 is restricted from rotating in the C direction by the other side inclined surface 161e of the support portion 161c, the five spring members 162 are respectively connected to the C direction side accommodation portion 164a. In the supported state, it is compressed in the C direction by the B direction side accommodating portion 163a. Thereby, the impact applied to the sun gear 152 can be reduced. Further, the contact portion 163b of the one side housing member 163 rotated in the C direction is brought into contact with the contact portion 164b of the other side housing member 164. Accordingly, after the impact applied to the sun gear 152 is reduced by the spring member 162, the sun gear 152 can be held at a stable position where the contact portions 164b and 163b are in contact with each other. As a result, the planetary gear mechanism portion 15 and the propeller shaft portion 12 are driven in a stable state where the contact portions 164b and 163b are in contact with each other.

  As shown in FIG. 4, as the six planetary gears 153 are rotated in the D1 direction, the six planetary gears 153 are moved in the E1 direction about the rotation center axis L1. As a result, the six shaft members 156 that support the six planetary gears 153 are also moved in the E1 direction about the rotation center axis L1, so that the carrier 154 (see FIG. 3) for fixing the six shaft members 156 has six The shaft member 156 applies a force in the E1 direction around the rotation center axis L1. As a result, the carrier 154 is rotated in the B direction.

  Since the carrier 154 is spline-fitted with the propeller shaft portion 12, the propeller shaft portion 12 is rotated in the B direction together with the carrier 154. At this time, since the rotation of the intermediate shaft member 143 is decelerated from the ring gear 151 to the carrier 154, the rotation speed of the propeller shaft portion 12 is smaller than the rotation speed of the intermediate shaft member 143. As shown in FIG. 1, since the propeller shaft portion 12 and the propeller 13 are configured to rotate integrally, the propeller 13 is rotated as the propeller shaft portion 12 is rotated in the B direction. Is rotated in the B direction. Thereby, the outboard motor 1 can generate thrust in the forward direction.

  Next, referring to FIG. 1 to FIG. 4, FIG. 6 and FIG. 12, the driving force transmission path from the drive shaft portion 11 of the outboard motor 1 to the propeller 13 and the shift shock reduction mechanism portion 16 of the outboard motor 1 when moving backward. The operation will be described. In this case, as shown in FIG. 2, the rotation of the rear bevel gear 142 in the C direction is transmitted to the propeller 13 (see FIG. 1) via the intermediate shaft member 143, the planetary gear mechanism portion 15, and the propeller shaft portion 12. In addition, the rear dog 147b of the dog clutch 147 is engaged with the dog portion 142b of the rear bevel gear 142 from an intermediate position where the dog clutch 147 is not engaged.

  As the drive shaft portion 11 is rotated in the A direction, the bevel gear 110 attached in the vicinity of the lower end portion of the drive shaft portion 11 is rotated in the A direction. As the bevel gear 110 is rotated in the A direction, the front bevel gear 141 is rotated in the B direction, and the rear bevel gear 142 is rotated in the C direction. Here, as the dog clutch 147 and the rear bevel gear 142 are engaged, the rotation of the rear bevel gear 142 in the C direction is transmitted to the intermediate shaft member 143, and the intermediate shaft member 143 is rotated in the C direction. The

  As shown in FIG. 3, the rotation in the C direction of the intermediate shaft member 143 is transmitted to the planetary gear mechanism 15 from the engaging portion 143 f of the intermediate shaft member 143. Specifically, the ring gear 151 is rotated in the C direction. At this time, as shown in FIG. 4, the six planetary gears 153 are each rotated in the direction D <b> 2, and the sun gear 152 is given a rotational torque in the B direction by the six planetary gears 153. Thereby, the rotational torque in the B direction applied to the sun gear 152 is transmitted to the shift shock reduction mechanism unit 16. Thereby, as shown in FIG. 12, the five protrusions 152c of the sun gear 152 are rotated in the B direction.

  And since the projection part 152c of the sun gear 152 presses the load receiving part 164c of the other side accommodation member 164 in the B direction, the other side accommodation member 164 is rotated in the B direction, and the C direction side accommodation part 164a Moved in the direction. At this time, since the one-side accommodation member 163 is restricted from rotating in the B direction by the one-side inclined surface 161d of the support portion 161c, the five spring members 162 are respectively connected to the B-direction side accommodation portion 163a. In the supported state, it is compressed in the B direction by the C direction side accommodation portion 164a. Thereby, the impact applied to the sun gear 152 can be reduced. Further, the contact portion 164 b of the other side accommodation member 164 rotated in the B direction is brought into contact with the contact portion 163 b of the one side accommodation member 163. Thereby, after the impact applied to the sun gear 152 is reduced by the spring member 162, the sun gear 152 can be held at a stable position where the contact portions 163b and 164b contact each other. As a result, the planetary gear mechanism portion 15 and the propeller shaft portion 12 are driven in a stable state where the contact portions 163b and 164b are in contact with each other.

  Then, as shown in FIG. 4, as the six planetary gears 153 are rotated in the D2 direction, the six planetary gears 153 are moved in the E2 direction around the rotation center axis L1. As a result, the six shaft members 156 that support the six planetary gears 153 are also moved in the E2 direction around the rotation center axis L1, so that the carrier 154 that fixes the six shaft members 156 (see FIG. 3) The shaft member 156 applies a force in the E2 direction around the rotation center axis L1. As a result, the carrier 154 is rotated in the C direction.

  As the carrier 154 rotates in the C direction, the propeller shaft portion 12 is rotated in the C direction together with the carrier 154. At this time, since the rotation of the intermediate shaft member 143 is decelerated from the ring gear 151 to the carrier 154, the rotation speed of the propeller shaft portion 12 is smaller than the rotation speed of the intermediate shaft member 143. As shown in FIG. 1, since the propeller shaft portion 12 and the propeller 13 are configured to rotate integrally, the propeller 13 is rotated as the propeller shaft portion 12 is rotated in the C direction. Is rotated in the C direction. Thereby, the outboard motor 1 can generate a thrust in the reverse direction.

  In the first embodiment, as described above, whether the sun gear 152 receives a load in the C direction or a load in the B direction between the sun gear 152 and the housing portion 161, the propeller By providing five spring members 162 arranged so as to be able to reduce the impact by being compressed in the rotational circumferential direction of the shaft portion 12, when rotating from a stopped state, or the rotational direction is reversed. The impact in the rotational circumferential direction when converted into the direction can be directly absorbed by the spring member 162 arranged so as to be compressible along the rotational direction (B direction or C direction) of the propeller shaft portion 12. . As a result, there is no need to provide a mechanism for changing the direction of the force in order to absorb the impact in the rotational circumferential direction (B direction or C direction), such as teeth that are slidably engaged with each other while sliding. The lifetime of the mechanism that reduces the circumferential impact can be extended.

  Further, in the first embodiment, as described above, the C-direction side accommodation portion 164a of the other-side accommodation member 164 is made to approach the one-side accommodation member 163 when the sun gear 152 receives a load in the B direction. The B direction side accommodating portion 163a of the one side accommodating member 163 is moved in the C direction so as to approach the other side accommodating member 164 when the sun gear 152 receives a load in the C direction. By configuring as described above, when the C direction side accommodating portion 164a of the other side accommodating member 164 is moved in the B direction, and when the B direction side accommodating portion 163a of the one side accommodating member 163 is moved in the C direction. In any case, each of the plurality of spring members 162 can be compressed. Thereby, even when a large impact is applied to the sun gear 152, the impact in the rotational circumferential direction can be effectively absorbed by the reaction force of each of the plurality of spring members 162.

  In the first embodiment, as described above, the contact portion 163b and the contact portion 164b of the one-side accommodation member 163 and the other-side accommodation member 164 contact each other, thereby compressing the spring member 162 to a predetermined compression. By configuring so that the spring member 162 is not compressed more than the amount, when the shock is absorbed by the five spring members 162, the spring member 162 is damaged due to the spring member 162 being compressed to a predetermined compression amount or more. Can be suppressed.

  In the first embodiment, as described above, the propeller shaft portion 12 is driven in a state where the contact portion 163b and the contact portion 164b are in contact after the impact is reduced by the five spring members 162. With this configuration, after the impact is reduced by the five spring members 162, the one-side accommodation member 163 and the other-side accommodation member 164 are relatively moved by the contact between the one-side accommodation member 163 and the other-side accommodation member 164. Since the driving force can be transmitted to the propeller shaft portion 12 in a state where the rotational positions are fixed to each other, the driving rotation of the propeller shaft portion 12 can be stabilized.

  In the first embodiment, as described above, when the other housing member 164 is pressed against the housing portion 161 in the B direction, the one housing member 163 is supported and the one housing member 163 is C. When pressed in the direction, a support portion 161c that supports the other-side accommodation member 164 is provided. Thereby, when the other side accommodation member 164 is pressed in the B direction by the sun gear 152 by the support portion 161c, it is possible to suppress the one side accommodation member 163 from moving in the B direction together with the other side accommodation member 164. At the same time, when the one-side accommodation member 163 is pressed in the C direction by the sun gear 152, the other-side accommodation member 164 can be prevented from moving in the C direction together with the one-side accommodation member 163.

(Second Embodiment)
Next, with reference to FIGS. 13-15, the structure of the four-wheel vehicle 5 by 2nd Embodiment of this invention is demonstrated. In the figure, FWD indicates the forward direction, and BWD indicates the reverse direction. 2nd Embodiment demonstrates the example which provided the shift shock reduction mechanism part 56 in the propeller shaft part 55 of the four-wheel vehicle 5. FIG.

  In the second embodiment, as shown in FIG. 13, the four-wheel vehicle 5 drives the front wheel portion 51 having a pair of front wheels 51a, the rear wheel portion 52 having a pair of rear wheels 52a, and the rear wheel portion 52. The engine 53 that is a drive source, a transmission 54 that changes the driving rotation of the engine 53 and switches the rotation direction, and the transmission 54 and the rear wheel portion 52 are connected, and the driving force of the engine 53 is applied to the rear wheel portion 52. It is mainly comprised by the propeller shaft part 55 which transmits.

  As shown in FIGS. 13 and 14, the propeller shaft portion 55 outputs the front shaft 551 to which the rotation output from the transmission 54 is input, and outputs the input rotation to the rear wheel portion 52 (see FIG. 13). A rear shaft 552. The front shaft 551 is an example of the “input shaft” in the present invention, and the rear shaft 552 is an example of the “output shaft” in the present invention. The front shaft 551 and the rear shaft 552 are coupled via a shift shock reduction mechanism 56 as shown in FIG. The shift shock reduction mechanism 56 is an example of the “shock reduction mechanism” in the present invention.

  In the second embodiment, the shift shock reduction mechanism 56 is input to the rear shaft 552 regardless of whether the front shaft 551 receives a load in the F direction or a load in the G direction. It has a function to reduce the impact of driving force. The F direction is an example of the “first direction” and the “third direction” in the present invention, and the G direction is an example of the “second direction” and the “fourth direction” in the present invention. That is, the shift shock reduction mechanism unit 56 has a function of reducing an impact when a driving force is input to the propeller shaft unit 55 by the transmission 54 (see FIG. 13).

  Specifically, the shift shock reduction mechanism 56 includes a front support 561 that supports the front shaft 551, a rear support 562 that supports the rear shaft 552, and a rear end (arrow BWD direction) of the front shaft 551. Between the load portion 563 provided integrally with the load portion, the load receiving portion 564 provided integrally with the front (arrow FWD direction) end portion of the rear shaft 552, and the load portion 563 and the load receiving portion 564 And five spring members 565 (see FIG. 15) made of compression coil springs. The load portion 563 is configured to rotate integrally with the front shaft 551, and the load receiving portion 564 is configured to rotate integrally with the rear shaft 552. Further, the shift shock reduction mechanism portion 56 is further accommodated in the load receiving portion 564 and is accommodated in the load receiving portion 564 and the one side accommodating member 566 that supports one side of each of the five spring members 565. The other side accommodation member 567 which supports the other side of each of the spring members 565 is comprised. The one side housing member 566 is an example of the “second housing member” in the present invention, and the other side housing member 567 is an example of the “first housing member” in the present invention.

  As shown in FIGS. 14 and 15, the load receiving portion 564 of the shift shock reducing mechanism portion 56 is formed in an annular groove shape that opens in the arrow FWD direction. As shown in FIG. 15, the groove 564 b of the load receiving portion 564 supports the load of the spring member 565 by restricting the movement of the one-side accommodation member 566 in the F direction, and the other-side accommodation member 567. Are provided with a plurality of support portions 564c that restrict the movement of the spring member 565 and support the load of the spring member 565.

  Further, the other side accommodation member 567 is accommodated in the groove portion 564 b of the load receiving portion 564. The other side accommodation member 567 is arranged so as to be rotatable in the F direction and the G direction with respect to the load receiving portion 564. The other side accommodation member 567 is provided with a G direction side accommodation portion 567 a that supports the G direction side of each of the five spring members 565. A flat surface-shaped contact portion 567b is formed in each of the G-direction side accommodating portions 567a on the F-direction side portion. The contact portion 567b is an example of the “first contact portion” in the present invention. These abutting portions 567b are arranged on the one side accommodating member 566 described later when the F direction side accommodating portion 566a and the G direction side accommodating portion 567a of the one side accommodating member 566 described later are moved in a direction approaching each other. The contact portion 566b is configured to contact. Further, a load receiving portion 567c that receives a load (load) when a projection 563c of a load portion 563, which will be described later, is moved in the F direction is provided in the G direction side portion of the G direction side accommodating portion 567a.

  The load portion 563 is formed with five protrusions 563c extending outward in the radial direction. These five protrusions 563c are arranged so as to face the apex 564f of the support portion 564c of the load receiving portion 564 when the load 563 is not applied with loads in the F direction and the G direction, respectively. . In addition, when the load portion 563 receives a load in the F direction, the projecting portion 563c of the load portion 563 presses the other side housing member 567 in the F direction, and the load portion 563 receives a load in the G direction. The one side accommodating member 566 is configured to press in the G direction.

  In addition, in the groove portion 564b of the load receiving portion 564, the one side accommodation member 566 is accommodated from the other side accommodation member 567 and the arrow FWD direction side of the load portion 563. The one side housing member 566 is disposed so as to be rotatable in the F direction and the G direction with respect to the load receiving portion 564. Further, the one-side accommodation member 566 is provided with an F-direction side accommodation portion 566a that supports the F-direction side of each of the five spring members 565. A flat surface-shaped contact portion 566b is formed in each of the F-direction side accommodation portions 566a on the G-direction side portion. The contact portion 566b is an example of the “second contact portion” in the present invention. These contact portions 566b are respectively contacted with the contact portion 567b of the other side accommodation member 567 when the G direction side accommodation portion 567a and the F direction side accommodation portion 566a of the other side accommodation member 567 are moved toward each other. It is comprised so that it may contact | abut. The propeller shaft portion 56 is configured to be rotated in the F direction or the G direction in a state where the contact portions 566b and 567b are in contact with each other. In addition, a load receiving portion 566c that receives a load (load) when the protruding portion 563c of the load portion 563 is moved in the G direction is provided in the F direction side portion of the F direction side accommodating portion 566a.

  In the second embodiment, as described above, the five spring members 565 are provided on both the F-direction side accommodation portion 566a of the one-side accommodation member 566 and the G-direction side accommodation portion 567a of the other-side accommodation member 567, respectively. Contained to be energized. When the one-side accommodation member 566 and the other-side accommodation member 567 are relatively rotated in the F direction or the G direction, the five spring members 565 can be expanded and contracted, respectively.

  Further, as shown in FIG. 14, a disk portion 566d provided on the arrow FWD direction side of the one side housing member 566 is disposed on the arrow FWD direction side of the load receiving portion 564. The disc portion 566d is directed in the arrow BWD direction by a circlip 568 engaged with the inner peripheral surface side of the groove portion 564b of the load receiving portion 564 and a circlip 569 engaged with the outer peripheral surface side of the load portion 563. It is supported.

  In the second embodiment, as described above, the load portion 563 is provided between the load receiving portion 564 and the load portion 563 receives a load in the F direction or a load in the G direction. Even if it is rotated from a stopped state by providing a plurality of spring members 565 arranged so as to be able to reduce impact by being compressed in the rotational circumferential direction of the rear shaft 552, or The impact in the rotational circumferential direction when the rotational direction is converted to the reverse direction can be directly absorbed by the spring member 565 arranged to be compressible on the rotational circumferential direction of the rear shaft 552. As a result, there is no need to provide a mechanism for changing the direction of the force in order to absorb the impact in the rotational circumferential direction, such as teeth that slidably engage with each other while sliding, so that it is rotated from a stopped state. The life of the mechanism that reduces the impact when the rotation direction is changed to the reverse direction can be extended.

  In the second embodiment, as described above, the load portion 563 is configured to rotate integrally with the front shaft 551, and the load receiving portion 564 is connected to the load portion 563 via the spring member 565. Are connected to each other, and are configured to rotate integrally with the rear shaft 552, so that an impact applied to the front shaft 551 is exerted by the spring member 565 disposed between the load portion 563 and the load receiving portion 564. Direct transmission to the rear shaft 552 can be suppressed.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and further includes all modifications within the meaning and scope equivalent to the scope of claims for patent.

  For example, in the first and second embodiments, the example in which the shock reduction mechanism is applied to the drive system of the outboard motor and the drive system of the four-wheel vehicle has been described. However, the present invention is not limited to this example. You may apply to drive systems, such as transport machines, such as a motorcycle and a railway vehicle, and industrial machines, such as a machine tool, which have a switch and a transmission.

  In the first and second embodiments, an example in which five spring members are provided has been described. However, the present invention is not limited thereto, and four or less spring members may be provided, or six or more spring members may be provided. Also good.

  In the first embodiment, the shift shock reduction mechanism has been described with respect to an example in which the shock received by the sun gear of the planetary gear mechanism is reduced. However, the present invention is not limited thereto, and the shift shock reduction mechanism is not limited thereto. The part may be configured to reduce impact received by gears other than the sun gear, such as a ring gear, or may be configured to reduce impact other than the planetary gear mechanism, such as a forward / reverse switching mechanism. Good.

  In the first embodiment, the planetary gear mechanism is configured so that the sun gear is rotatably held via the compression coil spring so that the driving force is input from the ring gear and the driving force is output from the carrier. However, the present invention is not limited to this, and the planetary gear mechanism unit, for example, holds the ring gear so as to be rotatable, and inputs the driving force from the sun gear and outputs the driving force from the carrier. It may be configured by a planetary gear mechanism having other driving force input and output paths.

  Further, in the second embodiment, the load unit and the load receiving unit are shown as examples integrally configured with the front shaft and the rear shaft, respectively, but the present invention is not limited thereto, and the load unit and the load receiving unit are not limited thereto. The parts may be configured separately from the front shaft and the rear shaft, respectively.

  In the first and second embodiments, the example in which the compression coil spring is applied to the spring member of the present invention has been described. However, the present invention is not limited thereto, and the spring member of the present invention may be a compression coil spring such as a plate spring. Other spring members may be applied.

1 Outboard motor (marine propulsion unit)
10 Engine 11 Drive shaft 12 Propeller shaft (output shaft)
13 Propeller 14 Forward / reverse switching mechanism 16, 56 Shift shock reduction mechanism (shock reduction mechanism)
15 Planetary gear mechanism 143 Intermediate shaft member (input shaft)
151 Ring gear (input gear)
152 Sun gear (Gear other than input gear and output gear, load section)
153 Planetary gear (output gear)
152c Protruding part 161 Housing part (load receiving part)
161c Supporting part 162, 565 Spring member (compression coil spring)
163 One side housing member (second housing member)
163b Contact portion (second contact portion)
164 Other side housing member (first housing member)
164b Contact part (first contact part)
551 Front shaft (input shaft)
552 Rear shaft (output shaft)
563 Load part 563c Projection part 564 Load receiving part 564c Support part 566 One side accommodation member (2nd accommodation member)
567 Other side accommodation member (first accommodation member)
B direction First direction, fourth direction C direction Second direction, third direction F direction First direction, third direction G direction Second direction, fourth direction

Claims (12)

A shock reduction mechanism provided in the transmission path of the driving force from the input shaft to the output shaft,
A load section that receives a load in the third direction and the fourth direction, respectively, in accordance with the rotation of the input shaft in the first direction and the second direction;
A load receiving unit that receives a load from the load unit;
The output shaft is provided between the load portion and the load receiving portion, and the load shaft is in any case of receiving the load in the third direction and the load in the fourth direction. And a plurality of spring members arranged so as to be able to reduce the impact by being compressed in the rotational circumferential direction. A first housing member housed in the load receiving portion and supporting one side of each of the plurality of spring members;
The plurality of spring members are accommodated in the load receiving portion, support the other side of each of the plurality of spring members, and can be expanded and contracted by being rotated relative to the first accommodation member. A second housing member,
The first housing member is configured to move in the third direction so as to approach the second housing member when the load portion receives a load in the third direction.
The said 2nd accommodating member is comprised so that it may move to the said 4th direction so that the said 1st accommodating member may be approached, when the said load part receives the load of the said 4th direction. The shock reduction mechanism described. Each of the first housing member and the second housing member is provided with a first contact portion and a second contact portion that come into contact with each other when moved in a direction approaching each other,
The shock reduction mechanism according to claim 2, wherein the first abutting portion and the second abutting portion are in contact with each other so that the spring member is not compressed more than a predetermined compression amount.   The output shaft is configured to be driven in a state in which the first contact portion and the second contact portion are in contact after an impact is reduced by the plurality of spring members. 4. The shock reduction mechanism according to 3.   When the load portion receives the load in the third direction, the load portion presses the first housing member in the third direction, and when the load portion receives the load in the fourth direction, The shock reduction mechanism according to any one of claims 2 to 4, further comprising a protrusion that presses the second housing member in the fourth direction.   The load receiving portion supports the second housing member when the first housing member is pressed in the third direction, and when the second housing member is pressed in the fourth direction, The shock reduction mechanism according to any one of claims 2 to 5, including a support portion that supports the first accommodation member. The load portion includes gears other than the input gear and the output gear of the planetary gear mechanism portion provided in the transmission path from the input shaft to the output shaft,
The load receiving portion includes a housing portion fixedly connected to the gear other than the input gear and the output gear via the spring member, according to any one of claims 1 to 6. The shock reduction mechanism described. The load portion is provided on the input shaft, and is configured to rotate integrally with the input shaft.
The load receiving portion is provided on the output shaft so as to be connected to the load portion via the spring member, and is configured to rotate integrally with the output shaft. The shock reduction mechanism according to any one of claims 6 to 6. The spring member includes a compression coil spring,
The shock reduction mechanism according to any one of claims 1 to 8, wherein the compression coil spring is disposed so as to be extendable and contractible on a rotation circumferential direction of the output shaft. Engine,
A drive shaft portion extending below the engine and transmitting the rotational force of the engine downward;
A propeller shaft portion that outputs a driving force of the engine and extends in a direction intersecting the drive shaft portion;
A propeller rotated together with the propeller shaft portion;
A forward / reverse switching mechanism configured to change the direction of rotation of the propeller shaft in order to propel the hull forward or backward,
An input shaft to which the rotational force from the forward / reverse switching mechanism is input;
As the input shaft rotates in the first direction and the second direction, a planetary gear mechanism including a sun gear to which a load in the third direction and the fourth direction is applied, respectively, and a fixed receiving the load by the sun gear. A housing part installed between the sun gear and the housing part, wherein the sun gear receives a load in the third direction and a load in the fourth direction. A marine propulsion unit including a shock reduction mechanism including a plurality of spring members arranged so as to be able to reduce the impact by being compressed in the rotational circumferential direction of the propeller shaft portion. The shock reduction mechanism is accommodated in the housing part, and includes a first accommodating member that supports one side of each of the plurality of spring members; and the other accommodating side of each of the plurality of spring members that is accommodated in the housing part. And further supporting a second accommodating member capable of expanding and contracting each of the plurality of spring members by being rotated relative to the first accommodating member,
The first housing member is configured to move in the third direction so as to approach the second housing member when the sun gear receives a load in the third direction.
The said 2nd accommodating member is comprised so that it may move to the said 4th direction so that the said 1st accommodating member may be approached, when the said sun gear receives the load of the said 4th direction. Marine propulsion unit. Each of the first housing member and the second housing member is provided with a first contact portion and a second contact portion that come into contact with each other when moved in a direction approaching each other,
The marine propulsion unit according to claim 11, wherein the first abutting portion and the second abutting portion abut against each other so that the spring member is not compressed more than a predetermined compression amount.

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