JP2010228530A - Hybrid type outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid type outboard motor capable of transmitting properly and efficiently a power of a power source in a limited space, while compactifying size and attaining high performance or the like. <P>SOLUTION: A power unit is stored in an inside of a casing 11, a screw (propeller 88) is arranged in an outside of the casing 11, and the screw 88 is driven by the power unit. An electric motor 29 serving as a generator and an internal combustion engine 28 juxtaposed each other along a ship width direction in the outside of the casing 11 are connected via a connection mechanism. The electric motor 29 is connected to a propeller 86 including the screw via a second connection mechanism, and the internal combustion engine 28 and/or the electric motor 29 are connected to the propeller 86, to rotation-drive the screw. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an outboard motor (hybrid type outboard motor) equipped with a power unit (hybrid engine) including an internal combustion engine and a motor generator (combined electric motor and generator).

  Major outboard propulsion engines or propulsion systems include outboard motors, inboard motors, and inboard motors. The outboard motor is called an outboard drive or the like as shown in FIG. 31 (a), and is composed of an engine, its catchers, a drive system gear, a shaft, a screw, and the like. The transom board 2 is mounted. Typically mounted on small boats, etc., the direction is variable around the axis (steering function), and it is configured to be able to jump up to avoid collision with obstacles etc. during navigation (Tilting function).

  Further, as shown in FIG. 31 (b), the inboard / outboard motor is called an inboard engine / outboard drive or the like as a method of installing a propulsion engine such as a small vessel, and the engine is mounted on the inboard stern and a reduction gear. The drive unit formed by integrating the forward / reverse clutch and the propeller is disposed outside the transom board 2.

  Furthermore, as shown in FIG. 31C, the inboard motor is typically one of the methods for installing a propulsion engine such as a small boat. Also called inboard drive, the engine, reduction gear, and forward / reverse clutch are installed in the center of the ship, the propeller shaft is extended toward the stern, and the propeller is installed in the water from the bottom of the ship. The rudder that determines the traveling direction of the ship is often installed behind the propeller. Most engines are 4-stroke diesel. The engine cooling system is a direct cooling system that circulates water in the water area where the ship is used directly in the cylinder block, and a fresh water circulates in the cylinder block that is cooled by the water in the water area where the ship is used. There is an indirect cooling method.

  Also known is an electric type that uses an electric motor as a power source and is integrated with traps, drive system gears, shafts, screws, etc., and is mounted on the transom board of the stern of the hull. Yes.

  Further, as described in Patent Document 1 or Patent Document 2, there is a so-called hybrid type outboard motor that includes an engine and an electric motor as drive sources for a propeller. The hybrid type outboard motors described in these patent documents include an engine installed such that the crankshaft is in the vertical direction, and an electric motor disposed below the engine.

JP 2006-36086 A JP 2008-137646 A

The problems of the prior art will be examined especially for outboard motors. First, since it is mounted so as to cover the stern (transom board), the space around the stern becomes a dead space, that is, there is a practical problem such as being unable to get on and off using this. Further, since the outboard motor mounted on the stern is in the way, it is impossible to take in nets or fish caught from the stern and it is substantially difficult to lift the rescuer to the hull.
In addition, it is completely separate from the boat hull, and it is extremely difficult to match the color scheme and shape of the hull design and the outboard motor.

Here, the problem on the package of the conventional outboard motor will be examined in relation to the inboard motor or the inboard / outboard motor which is another package method.
In an inboard motor, a propeller shaft, a propeller, a rudder, and the like protrude from the bottom of the ship, have high fluid resistance, and have poor cruising performance and fuel consumption performance. Inboard motors, such as propeller shafts, propellers, and rudders, protrude from the bottom of the ship and cannot travel in shallow waters. Moreover, if it collides with a floating substance on the sea, the degree of damage is large because there is no shock absorbing mechanism as it is. The same applies to an inboard motor equipped with a propulsion device called the latest POD.

  In order to place the engine inside the ship and outside the ship, both the inboard engine and the inboard / outboard machine must be installed in a narrow closed space, aligned with the shaft of the engine and the propulsion unit, or connected between the engine and the propulsion unit. It takes time for watertight treatment. In addition, since the engine is located inside the hull or at the back of the hull, maintenance is troublesome.

  The inboard / outboard motor has a shock absorbing capability because it is equipped with a tilt mechanism, but the tilt shaft fulcrum is provided only in the vicinity of the drive shaft that connects the engine and the propulsion unit. Low and practically difficult to pull up on the water. Further, since the drive shaft is bent by a universal joint or the like, the tilt angle is small. For this reason, the propulsion unit cannot be brought into a dry state during water storage, and it is difficult to ensure corrosion resistance. Furthermore, inboard / outboard motors are steered by bending the drive shaft with a universal joint or the like, so the steering angle is small, and therefore the turning performance is poor.

Since the inboard / outboard motor mechanically connects the engine drive shaft and the propulsion device drive shaft, the relative positions of the two are limited. Therefore, it cannot be adjusted to the optimal propulsion shaft position determined by the hull shape and the operating conditions.
Further, since the inboard / outboard motor mechanically connects the engine drive shaft and the propulsion device drive shaft, the relative positions of both change. For this reason, the drive shaft and the exhaust passage connecting the two are each covered with a bellows-like rubber tube to form a watertight structure. Since this tube is simultaneously required to have the conflicting demands of easy deformation, heat resistance, and weather resistance, it often causes poor watertightness and requires periodic replacement of parts.

Next, the fuel efficiency of conventional outboard motors will be examined in relation to hybridization.
When the motor is placed directly under the engine (vertical direction) on the vertical axis (vertical direction), which is a feature of outboard motors (parallel type hybrid), the motor oil is trapped in the engine and the oil pan, and the oil dropping performance of the engine deteriorates. Further, since the motor obstructs the engine exhaust passage, engine cooling water passage, and engine lubricating oil passage, engine cooling, lubrication and exhaust treatment are difficult. Furthermore, since the motor is surrounded by the heat of the engine, engine exhaust, and oil pan, it becomes difficult to cool the motor and the performance of the motor cannot be improved. Since the unsprung weight increases, the steering driving force, the impact absorbing device, the engine suspension device, and the engine vibration damping device increase in size, and the overall size, weight, and cost increase.

  When the engine and motor are installed in the gear case, the parallel hybrid increases the size of the gear case, increases the fluid resistance, and deteriorates the running performance and fuel consumption. Since the unsprung weight and the inertial mass around the tilt axis are increased, the steering driving force, the impact absorbing device, the engine suspension device, and the engine vibration damping device are increased in size, resulting in an increase in size, weight, and cost as a whole.

  In addition, when the engine is installed in the gear case (parallel type hybrid), the engine is located in the gear case, so the gear case becomes larger, fluid resistance increases, Performance and fuel consumption deteriorate. In order to optimize the efficiency of the motor and the propeller, respectively, when a reduction gear is provided between the two, the gear case is further enlarged, and the running performance and fuel consumption are further deteriorated. In addition, since the distance between the motor and the engine is increased, a delay and mechanical loss occur when the engine restart associated with the idle stop, which is a feature of reducing the fuel consumption of the hybrid, is performed by the drive motor. Since the unsprung weight and the inertial mass around the tilt axis increase, the steering driving force, the impact absorbing device, the engine suspension device, and the engine vibration damping device increase in size, and the size, weight, and cost as a whole increase.

  When the engine is installed in the same position as the conventional engine, the generator is directly under the engine, and the motor is installed in the gear case (series hybrid), the generator is swallowed by the engine and oil pan, which deteriorates the oil dropping performance of the engine. . Further, since the generator obstructs the engine exhaust passage, engine cooling water passage, and engine lubricating oil passage, engine cooling, lubrication and exhaust treatment are difficult. Furthermore, since the generator is surrounded by the heat of the engine, engine exhaust, and oil pan, it is difficult to cool the generator and the performance of the generator cannot be improved. Since the motor is located in the gear case, the gear case becomes larger, the fluid resistance increases, and the running performance and fuel consumption deteriorate.

  In order to optimize the efficiency of the motor and the propeller, respectively, when a reduction gear is provided between the two, the gear case is further enlarged, and the running performance and fuel consumption are further deteriorated. Since the unsprung weight and the inertial mass around the tilt axis are greatly increased, the steering driving force, the impact absorbing device, the engine suspension device, and the engine vibration damping device are increased in size, thereby increasing the size, weight and cost as a whole.

Furthermore, the case where an engine generator is added to the conventional pure electric outboard motor (series hybrid) will be examined.
A pure electric outboard motor has a small battery capacity and generally has a short cruising distance. In order to solve this problem, when an engine generator is installed in another place (for example, in a ship), the energy loss when the current flows into and out of the battery (or the corresponding energy storage device) is large, and the generator, battery and motor Total efficiency = generator efficiency × battery charging efficiency × battery discharging efficiency × motor efficiency.

  In particular, in realizing compactness and high performance, it is not easy to transmit power from a power source appropriately and efficiently in a limited space.

The present invention has been made in view of such a situation, and an object thereof is to provide a hybrid outboard motor having a novel configuration that is compact in itself and can be mounted integrally and compactly on a boat. Furthermore, the present invention provides a hybrid outboard motor that can exhibit various excellent effects when mounted on a boat to solve the above-described conventional problems.
In particular, the present invention provides a hybrid outboard motor capable of appropriately and efficiently transmitting power from a power source in a limited space while achieving compactness and high performance.

  The hybrid outboard motor of the present invention is a hybrid outboard motor that houses a power unit inside a casing and disposes a screw outside the casing, and drives the screw by the power unit. In a power transmission system for transmitting to a screw, an internal combustion engine juxtaposed in the ship width direction in the casing and an electric motor serving as a generator are connected via a connecting mechanism, and the propulsion device includes the electric motor and the screw. Are connected via a second connecting mechanism, the internal combustion engine and / or the electric motor are connected to the propulsion device, and the screw is driven to rotate.

  In the hybrid outboard motor of the present invention, a first reduction gear is disposed between the internal combustion engine and the electric motor, and a second reduction gear is disposed between the electric motor and the propulsion device. And a third speed reducer is arranged in the propulsion unit.

  In the hybrid outboard motor of the present invention, a first clutch is disposed between the internal combustion engine side and the electric motor side, and a second clutch is disposed between the electric motor side and the propulsion device side. Is arranged.

  In the hybrid outboard motor of the present invention, the first clutch is interposed between the coupling mechanism and the first speed reducer, and the second clutch includes the electric motor and the first motor. It is characterized by being interposed between two connecting mechanisms.

  In the hybrid outboard motor of the present invention, the second reduction mechanism is configured in the second coupling mechanism.

  In the hybrid outboard motor of the present invention, the crankshaft of the internal combustion engine and the input shaft of the first reducer are matched, and the output shaft of the first reducer and the rotary shaft of the electric motor It is characterized by matching.

  According to the present invention, the power source includes an internal combustion engine and a generator / electric motor, and the power of these two power sources is selectively used according to the traveling state of the boat. As a result, in operation, the internal combustion engine is operated only in an efficient state with respect to load fluctuations, so that fuel efficiency is good. In particular, since the internal combustion engine is stopped at a low load such as idling, fuel efficiency is improved. Further, reverse-neutral-forward switching is performed by changing the rotation direction and rotation speed of the electric motor, that is, it is not performed by a shift operation (clutch and gear) as in the case of a normal internal combustion engine. And acceleration can be switched smoothly.

Further, in the power transmission system from the power source to the screw, the screw is driven through first-stage, middle-stage and final-stage reducers. The internal combustion engine, the electric motor, and the screw are combined so that the respective efficiencies are the best, thereby realizing a power transmission system with higher transmission efficiency.
Further, by connecting / disconnecting a predetermined part of the power transmission path by the first and second clutches arranged in the middle of the power transmission path, an optimal operation mode can be selected according to the traveling state. In this respect also, the power of the power source can be transmitted efficiently and properly.

It is a perspective view which shows the state in which the hybrid type outboard motor which concerns on embodiment of this invention was mounted in the boat. It is a perspective view which shows the stern circumference of the boat which mounts the hybrid type outboard motor which concerns on embodiment of this invention. 1 is a cutaway perspective view showing a stern of a boat equipped with a hybrid outboard motor according to an embodiment of the present invention. It is a perspective view which shows the power unit accommodated in the hybrid type outboard motor which concerns on embodiment of this invention. The structural example of the outboard motor casing which concerns on this invention is shown, (a) is a perspective view which shows the member etc. which extend to the hull side, (b) is a cross section in alignment with the AA of (a) which shows an internal structure. FIG. It is a perspective view which shows the state which the cover opened from the casing main body in the outboard motor casing which concerns on this invention. It is a perspective view which shows the example of the seal structure between the casing main body and cover in the outboard motor casing which concerns on this invention. It is a rear surface front view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is a front elevation view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is a left view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is a top view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is a bottom view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is a front elevation view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is a rear surface front view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is a top view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is a bottom view of the power unit accommodated in the outboard motor casing in the embodiment of the present invention. It is sectional drawing which shows the coupling structure of the engine and reduction gear in the power unit accommodated in the outboard motor casing which concerns on this invention. It is a figure which shows the structural example of the engine mount in the power unit accommodated in the outboard motor casing which concerns on this invention. It is a figure which shows the structural example of the engine mount in the power unit accommodated in the outboard motor casing which concerns on this invention. It is a figure which shows the structural example of the engine mount in the power unit accommodated in the outboard motor casing which concerns on this invention. It is a figure which shows the structural example of the engine mount in the power unit accommodated in the outboard motor casing which concerns on this invention. It is sectional drawing which shows the coupling structure of the engine and motor generator in the power unit accommodated in the outboard motor casing which concerns on this invention. It is sectional drawing which shows the structural example around the tilt axis in the embodiment of this invention, a drive shaft, and a propulsion device. It is sectional drawing which shows the structural example around the tilt axis and drive shaft which concern on this invention. It is sectional drawing which shows the structural example around the propulsion machine in embodiment of this invention. It is a perspective view which shows roughly the example of the power trim tilt used for the tilt mechanism in embodiment of this invention. It is a side view which shows the operation example (propulsion unit trim limit position) of the tilt mechanism which concerns on embodiment of this invention. It is a side view which shows the operation example (propulsion unit shallow position) of the tilt mechanism which concerns on embodiment of this invention. It is a side view which shows the operation example (propulsion unit storing position) of the tilt mechanism which concerns on embodiment of this invention. It is the front view and bottom view showing the example of operation (at the time of straight advance) of the steering mechanism concerning the embodiment of the present invention. It is the front view and bottom view which show the operation example (at the time of left turning) of the steering mechanism which concerns on embodiment of this invention. It is the front view and bottom view which show the operation example (at the time of right turn) of the steering mechanism which concerns on embodiment of this invention. It is a figure which shows typically the structural example of the cooling system in the power unit which concerns on embodiment of this invention. It is a figure which shows the typical example of the boat in which the outboard motor, the inboard / outboard motor, and the inboard motor are respectively mounted.

Hereinafter, preferred embodiments of a hybrid outboard motor according to the present invention will be described with reference to the drawings.
1 and 2 show an example of a ship or a boat equipped with a hybrid outboard motor 10 according to the present invention. In this example, the ship is typically small and medium, and has a transom board 2 (stern board) at the rear of the hull 1. The outboard motor 10 is mounted using the transom board 2 as shown. Note that, in the main points of the respective drawings referred to below, the front (the bow side) is indicated by an arrow Fr, and the rear (stern side) is indicated by an arrow Rr. Moreover, the left-right direction (hull width direction) of a hull is shown by the arrow L and the arrow R, respectively as needed.

  First, in the hull 1 according to the present embodiment, a ship floor 4 is laid above the ship bottom 3 of the hull 1 as shown in FIG. 3, and a step portion is provided on the ship floor 4 at a position in front of the transom board 2. 4a is provided. In addition, the ship is not limited to the illustrated example, and there is also a hull having a bracket for mounting an outboard motor on the rear side of the transom board, that is, a stern plate or a part corresponding to the stern plate on the stern of the hull. The hybrid outboard motor 10 of the present invention can be effectively applied to a type having members.

The casing hybrid outboard motor 10 has a casing 11 and houses a power unit, which will be described later, inside the casing 11 as shown in FIG. 4. A screw (propeller) is disposed outside the casing 11, and the screw is driven to rotate by the power unit. To do. The casing 11 also functions as an exterior member that configures the exterior of the outboard motor 10 and exhibits an exterior with a sense of unity as a whole.

  The casing 11 is also configured as a housing having substantially the same width as the stern portion (typically, the transom board 2) of the hull 1 with reference to FIG. In this example, the basic form of the casing 11 is a rectangular parallelepiped, and the longitudinal direction of the rectangular parallelepiped is the hull width direction (hereinafter abbreviated as the ship width direction). The casing of the casing 11 has at least a front surface portion 11a coupled to the transom board 2 and a substantially flat upper surface portion 11b having substantially the same height as the top portion 2a of the transom board 2 or a moderately low height. The casing 11 further includes side surface portions 11c at both ends in the width direction of the ship, a rear surface portion 11d where screws are disposed as will be described later, and a bottom surface portion 11e that is disposed appropriately higher than the bottom 3 of the stern. These aspects constitute the basic form.

  The casing 11 also includes a casing body 12 and a cover 13 attached to the upper portion of the casing body 12 so as to be openable and closable. A base plate 14 is integrally coupled to the inner surface side of the front surface portion 11a of the casing body 12 (see FIG. 5B). The base plate 14 is formed of an aluminum alloy or the like, supports the constituent members of the outboard motor 10 such as a power unit, and supports a load or a load generated when the outboard motor is operated. The casing 11 itself has a predetermined rigidity, and can be used as appropriate for supporting or mounting the outboard motor component housed inside.

  The base plate 14 (including the front surface portion 11a of the casing 11) is provided with a mounting hole 15 for the hull 1. In this example, a plurality of upper mounting holes 15A and a single lower mounting hole 15B arranged in the vertical direction are formed at the left and right ends of the base plate 14, and are inserted through these mounting holes 15A and 15B. The base plate 14, and thus the outboard motor 10 as a whole, can be firmly fixed to the hull 1 by a bolt (not shown). The lower mounting hole 15B may be a long hole formed along the vertical direction.

  The cover 13 constitutes the upper surface portion 11 b, but is coupled to be rotatable through a hinge 16 near the front upper end of the casing body 12. By rotating the cover 13 around the hinge 16 and opening it as shown in FIG. 6, the inside of the casing 11 is opened, and thus the exposed power unit and the like inside the casing 11 can be freely accessed. The cover 13 can be opened to easily check the inside, and the convenience of this type of work can be improved. A seal 17 (see FIG. 6) is laid on the closing portion or mating surface of the casing body 12 and the cover 13, and the casing 13 is closed to ensure and maintain the high water tightness of the casing 11.

  Here, as shown in FIG. 6, the seal 17 is laid over the entire circumference along the mating surfaces of the casing body 12 and the cover 13. As shown in FIG. 7, a side seal as a seal 17 is attached along the opening edge of the cover 13, that is, the closing portion 13a. And when the cover 13 is closed, it is pinched | interposed between the closure parts 12a of the casing main body 12, and, thereby, the high watertightness with respect to the casing 11 is acquired.

  Further, by flattening the upper surface portion 11 b of the casing 11, that is, the upper surface of the cover 13, the outboard motor 10 is smoothly and continuously connected from the hull 1 functionally and designally as an extension of a boat or a boat deck. Integrate. In addition, the upper surface of the cover 13 is provided with unevenness of an appropriate size, thereby providing an anti-slip effect. In addition, a separate non-slip rubber or the like may be attached. This makes it possible not only to capture nets, fish caught by fish, or rescue personnel during rescue, but also to get on and off the boat with the stern close to the pier. Can be performed from the stern.

  Further, on the rear surface side of the casing 11, a recess 18 is provided at the center in the ship width direction, which is lower than the upper surface portion 11 b in a region from the rear surface portion 11 d to the bottom surface portion 11 e. The recess 18 is provided with a marine vessel propulsion device and its tilt / steering mechanism, which will be described later. The concave portion 18 is formed forward from the rear surface portion 11d, but does not reach the front surface portion 11a as shown in FIG. 5B, that is, the front wall 18a is formed in front of the front surface portion 11a. . The front wall 18a is bent in a stepped shape or an uneven shape so as to secure the arrangement and operating space of the tilt mechanism or its peripheral devices and members.

  A chamfer 18c is formed at the rear end of the left and right side walls 18b of the recess 18 with the rear surface portion 11d. As will be described later, the chamfer 18c prevents the members from interfering with each other when the propulsion unit is rotated left and right by the steering mechanism. The side wall 18b is provided with a guide portion or a guide 19 for supporting a lateral thrust of a swivel bracket described later. The bottom surface portion 11c of the casing 11 is set to be appropriately higher than at least the ship bottom 3.

  Further, as shown in FIG. 5A, a plurality of through holes are formed in the form of making a hole between the front surface portion 11 a of the casing 11 and the base plate 14 and the transom board 2. That is, as will be described later, a through hole 20 for inserting an intake pipe 42 for supplying combustion air to the engine and a through hole for inserting a fuel pipe 22 for supplying fuel from the fuel tank 21 to the engine. 23, a through hole 25 is formed through which a cylinder 24 for ventilation air for ventilating the inside of the casing 11 is passed. Furthermore, a cord or cable 26 for electrically (including a control signal) or mechanical connection between the device or equipment or member in the casing 11 and the control device on the hull 1 side is inserted therethrough. A hole 27 is formed. These through holes are provided with watertight holding means (seal etc.) at the time of mounting.

Overall structure of the power unit will now be described a power unit housed in the casing 11. 8 is a rear front view of the power unit, FIG. 9 is a front front view, FIG. 10 is a left side view, FIG. 11 is a top view, FIG. 12 is a bottom view, FIG. 13 is a front front view, and FIG. 15 is a top view, and FIG. 16 is a bottom view. The configuration of each part will be described in more detail with reference to these drawings.

  The hybrid outboard motor 10 according to the present invention has, as its power unit, an internal combustion engine and an electric motor as main powers, and these are operated independently or simultaneously to drive the propulsion unit. In this embodiment, the electric motor also has a power generation function, that is, functions as a generator that generates power as an electric motor and supplies the generated power to the battery (hereinafter referred to as a motor generator). This motor generator is a permanent magnet AC synchronous motor type. When used as an electric motor, the rotor with a permanent magnet is synchronized with the three-phase AC using the three-phase AC supplied from the battery via the inverter. By rotating it, it generates a powerful torque despite its small size. On the other hand, when used as a generator, the rotor is rotated by the power of the internal combustion engine to generate a three-phase alternating current, and the battery is charged via the inverter based on the three-phase alternating current. The electric energy storage device for driving the motor generator is generally a battery or a battery, but a capacitor or the like can also be used.

  Major members constituting the power unit, that is, heavy objects such as an internal combustion engine, a motor generator, an inverter, and a battery are accommodated in the casing 11 in a compact and well-balanced manner. First, as shown in FIG. 6 and FIG. 8 and the like, an internal combustion engine, that is, an engine 28 is arranged on one side of the casing 11 whose longitudinal direction is the ship width direction, in this example, on the right side. In addition, a motor generator 29 and a battery 30 (for high voltage) that is obliquely above and in front of the motor generator 29 are arranged on the left side that is the left and right side of the casing 11. That is, the engine 28 which is a main component of the power unit, the motor generator 29 and the battery 30 are juxtaposed side by side in the casing 11. In this example, the inverter 31 is disposed substantially at the center in the width direction. However, the inverter 31 may be disposed on the side opposite to the engine 28, that is, on the left side. In any case, the inverter 31 is disposed between the left and right sides of the casing 11 with a good weight balance. .

  More specifically, the crankshaft of the engine 28 and the input shaft of the motor generator 29 that are connected to each other are arranged horizontally along the ship width direction. In addition, a tilt shaft, which will be described later, is provided on the extension of the output shaft of the motor generator 29, and a propulsion unit is suspended from the tilt shaft at the center in the ship width direction. These details will be described later.

  Among the constituent members of the power unit, the engine 28, the motor generator 29, and the battery 30 that occupy a considerable weight are horizontally arranged in the casing 11 with substantially center distribution as described above. With such an arrangement structure, the center of gravity of the entire power unit system is brought closer to the hull 1 (transom board 2) side, so that it does not protrude in the front-rear direction. These components are accommodated in the casing 11 in a compact manner without being overhanging in the vertical direction by arranging them horizontally at the same time. As described above, the power transmission path between the engine 28 and the motor generator 29 can be set horizontally and placed close to the transom board 2, so that the center of gravity of the entire system is close to the transom board 2. Accordingly, it is extremely smooth, easy and accurate to suppress the hull 1 mounted on the outboard motor 10 from being lowered on the stern as much as possible and to shift to sliding.

As the engine internal combustion engine, a water-cooled multi-cylinder (4 cylinders in this example) in-line 4-cycle gasoline engine is used. Note that the number of cylinders of the engine can be appropriately changed as necessary, and is not limited to this example. Referring also to FIG. 17, in a cylinder block 32 and a crankcase 33 that are integrally coupled to each other of the engine 28, pistons 35 are reciprocally accommodated in cylinder bores 34 of the respective cylinders. The crankshaft 37 is connected via a connecting rod 36. The crankshaft 37 is disposed along the ship width direction (left-right direction), and an engine output shaft 39 extending leftward is attached concentrically with the crankshaft 37 to a flywheel 38 attached to the shaft end.

  A spark plug 40 is plugged onto the piston 35 that reciprocates within each cylinder bore 34 of the engine 28, and a valve operating device that opens and closes an intake valve and an exhaust valve (both not shown) in the cylinder head 41. Is housed. In the present embodiment, the cylinder head 41 is provided with an intake valve on the rear side and an exhaust valve on the front side.

  On the intake side, as shown in FIG. 9 and the like, the intake pipe 42 extends to the hull 1 side of the front portion of the casing 11 (see also FIG. 5A), and takes in air from the air intake port 42a at the tip thereof. It is like that. The air intake 42a is installed in a room or space that is not exposed to waves, splashes, rain, or the like in the hull 1. As shown in FIGS. 8 and 14, the single intake pipe 42 branches to the intake manifold 43 of each cylinder, and the throttle body 44 is disposed at this branching portion. In the throttle body 44, an air-fuel mixture formed to have an appropriate mixing ratio is supplied to each intake manifold 43.

  On the exhaust side, as shown in FIGS. 9 and 13, etc., the exhaust manifold (and its cover) 45 of each cylinder extends downward and gathers together, and then is connected to a single exhaust pipe 46. A catalyst device 47 is provided at this gathering site, and the exhaust gas purified by the catalyst device 47 is discharged to the exhaust pipe 46. Referring to FIGS. 8 and 14, etc., the exhaust pipe 46 enters the lower side of an oil pan 49 to be described later, extends to the rear side of the engine 28, is routed upward again, and then connected to the exhaust guide pipe 48. Is done. When the exhaust pipe 46 is routed in this manner, for example, a support bracket or the like can be attached using the appropriate position of the casing 11 or the cylinder block 32 and the exhaust pipe 46 can be supported via the support bracket. It is also possible to provide a muffler (silencer) at an appropriate position in the middle of the exhaust pipe 46. Further, the exhaust gas is exhausted from the exhaust pipe 46 to the outside of the outboard motor 10 through an exhaust guide pipe 48 and an exhaust passage which will be described later.

  An oil pan 49 for lubricating oil is disposed below the engine 28, and the lubricating oil that has lubricated each part of the engine 28 is collected in the oil pan 49. The oil collected in the oil pan 49 is fed again to each part of the engine 28 through an oil filter 50 (see FIGS. 12, 13, and 16) attached to the front side of the cylinder block 32. An oil pump for circulating the lubricating oil is incorporated.

  A required portion of the engine 28 (cylinder block 32, cylinder head 41, etc.) is provided with a water jacket through which the coolant circulates. In this example, as shown in FIG. 12 and FIG. 13 and the like, a coolant pump 51 is provided at an appropriate position on the front side of the cylinder block 32 and operates using the rotation of the crankshaft 37 as a power source. A drive pulley 52 is attached to the shaft end of the crankshaft 37 opposite to the flywheel 38, while a driven pulley 53 is attached to the rotating shaft of the coolant pump 51. For example, a timing belt 55 is wound between the pulleys 52 and 53 via a guide pulley 54, whereby the coolant pump 51 is driven by the rotation of the crankshaft 37, and the coolant is circulated along a predetermined flow path. It is supposed to let you.

  In the above case, the coolant cooled from the heat exchanger described later is supplied to the coolant pump 51. The coolant used for cooling the engine 28 returns to the heat exchanger, and is supplied to the coolant pump 51 again after cooling.

  The engine 28 is supported at a predetermined position in the casing 11 by a support bracket or a mount. As shown in FIGS. 18A to 18D and the like, a predetermined portion or the like of the cylinder block 32 or the cylinder head 41 is supported by a plurality of mounts 56A to 56D. Each mount 56A, 56B, 56C, 56D can be directly or indirectly attached to a proper position of the casing 11. Alternatively, it can be attached using the base plate 14 or can be attached to a frame structure member (not shown) supported by the base plate 14. Further, the set parts, the quantity, and the like of the mounts 56A to 56D can be appropriately selected in relation to the space in the casing 11 or the support strength for the engine 28. In any case, the high support rigidity of the engine 28 is ensured. The engine 28 is attached and supported in a balanced manner.

The engine 28 side and the motor generator 29 side juxtaposed side by side in the motor generator casing 11 are connected to each other via a universal joint 57 as shown in FIG. In this case, a reduction gear 58 (first stage) is integrally coupled to the motor generator 29, and both are integrated as a unit. Specifically, the universal joint 57 and the motor generator 29 are connected via the speed reducer 58. As shown in FIG. 17, one end side (right side) of the universal joint 57 is connected to the engine output shaft 39, and the other end side (left side) is connected to the input shaft 59 of the speed reducer 58. Basically, the crankshaft 37, the engine output shaft 39, the universal joint 57, and the input shaft 59 of the speed reducer 58 are arranged substantially along the same axis, that is, in the ship width direction.

  Here, in the center portion of the casing 11 in the ship width direction, a “U” -shaped main bracket 60 is disposed in a bottom view (or a top view) as shown in FIG. In FIG. 12, this is indicated by hatching). The main bracket 60 is a U-shaped central side, and is fixedly supported on the base plate 14 with bolts or the like. Both side portions of the central side extend rearward from the base plate 14, and the concave portion 18 (side wall 18 b) is left and right. It is arranged so as to be sandwiched from both sides. Further, an “L” -shaped or bowl-shaped motor bracket 61 is disposed near the left side of the main bracket 60. As a mounting method of the motor bracket 61, for example, it can be fixed to the base plate 14 at the bottom of the L shape. The motor bracket 61 supported in this manner extends rearward from the base plate 14 (see FIG. 17 and the like), and supports a reduction gear 58 that is integrally coupled to the motor generator 29. The universal joint 57 is disposed in the inner region of the recess 18 of the casing 11, that is, disposed outside the casing 11.

  As shown in FIG. 19, the main bracket 60 (and the side wall 18 b of the recess 18) has a hole 60 a for inserting the engine output shaft 39 and a hole 60 b for inserting the input shaft 59 of the speed reducer 58. It is installed. One of the holes 60a is formed to have a diameter larger than that of the engine output shaft 39, and a boot 62 is mounted to maintain watertightness with respect to a gap formed between the two holes 60a. A seal or packing 63 is attached to the other hole 60b.

  As described above, the engine 28 is attached via the mounts 56A to 56D, and the motor generator 29 is attached via the mount (motor bracket 61). During the operation of the engine 28, the torque shaft, the unbalance of the inertial force of the reciprocating motion part and the rotational motion part, etc. cause the crankshaft 37, and hence the engine output shaft 39, to be in accordance with the operating condition of the engine 28. Misalignment may occur. Further, the motor generator 29 is also caused by a torque reaction force or the like, but the axis of the motor generator 29 may be displaced depending on the operation state. In such a case, by connecting the engine 28 and the motor generator 29 (specifically, the input shaft 59 of the speed reducer 58) via the universal joint 57, the misalignment of the shaft center that occurs between them is absorbed, Smooth torque transmission can be guaranteed.

Reducer Next, as shown in FIG. 19 and the like, the reducer 58 includes a drive gear 65 that can be connected to the input shaft 59 and a driven gear 66 that meshes with the drive gear 65 in the casing 64, respectively. Is pivotally supported. The drive gear 65 and the driven gear 66 may be spur gears, and the speed ratio between them is the most efficient rotational speed for the operation of the engine 28 and the most efficient rotational speed for the operation of the motor generator 29. Are set to be compatible.

  A first clutch 67 is interposed between the rotation shaft 65 a of the drive gear 65 and the input shaft 59. The first clutch 67 is constituted by a so-called electromagnetic clutch or the like, and is controlled by a hybrid control unit so as to connect / disconnect a power transmission path between the engine 28 side and the motor generator 29 side as appropriate at a predetermined timing. .

The battery / inverter motor generator 29 has both the electric motor function and the power generation function as described above. The battery 30 as a peripheral device of the motor generator 29 is horizontally supported by a support bracket 68 that is fixedly supported by the base plate 14 and extends rearward as shown in FIG. The battery 30 is supported at an obliquely upper front position of the motor generator 29 via the support bracket 68, but is disposed on the front surface portion 11 a side in the casing 11. The battery 30 is also a heavy object, and the center of gravity of the outboard motor 10 can be brought closer to the hull 1 side by being arranged closer to the front surface portion 11a.

  Further, as shown in FIG. 8 and the like, the inverter 31 is supported by a support bracket 69 disposed on the upper part of the main bracket 60. In this example, the casing 11 is disposed approximately at the center or the left side in the ship width direction, and is disposed at a position above the motor generator 29 in a side view as shown in FIG. Moreover, it is a position moderately higher than the battery 30 and is disposed in the vicinity of the cover 13 of the casing 11.

  As described above, the motor generator 29 has the functions of an electric motor and a generator. Therefore, the motor generator 29 and the inverter 31 are connected via the three-phase AC electric wiring 70, and the battery 30 and the inverter 31 are not connected. They are connected via the DC electric wiring 71 (see FIG. 13 and FIG. 14). When the motor generator 29 is used as an electric motor, the electric power of the battery 30 is supplied to the motor generator 29 as an alternating current through the inverter 31. On the other hand, when the motor generator 29 is used as a generator, the electric power generated by the motor generator 29 is supplied to the inverter 31. Is supplied to the battery 30 as a direct current. Note that these switching controls are performed by the hybrid control unit.

  As shown in FIG. 19, the rotor shaft 72 of the motor generator 29 is concentrically coupled with the driven gear 66, and a rotating shaft 66 a integrated with the driven gear 66 is on the rear side of the input shaft 59 and parallel to the engine. Extend to the 28th side. A tilt shaft 73 is horizontally mounted and supported by the main bracket 60 via a tilt bearing 74 (may be a needle bearing or the like) on the extension of the rotating shaft 66a. The tilt shaft 73 has a cylindrical hollow structure as its basic form, and is arranged on the rear side of the universal joint 57 so as to be bridged over the inner width of the recess 18. One end side (right side) of the tilt shaft 73 is closed, and a motor generator output shaft 75 is inserted on the other end side (left side). The motor generator output shaft 75 is rotatably supported in the tilt shaft 73 via a bearing 76. A seal 77 is inserted between the other end of the tilt shaft 73 and the motor generator output shaft 75.

  A second clutch 78 is interposed between the rotating shaft 66a of the driven gear 66 and the motor generator output shaft 75 as shown in FIG. The second clutch 78 is constituted by an electromagnetic clutch or the like, and the power transmission path between the motor generator 29 side and the motor generator output shaft 75 side, and consequently the propulsion device side is appropriately connected / disconnected at a predetermined timing by the hybrid control unit. Controlled to separate. The operation control of the second clutch 78 is performed by the hybrid control unit.

  The tilt shaft 73 itself becomes a gear case, that is, an intermediate speed reducer 81 configured by a bevel gear 79 and a pinion 80 is disposed therein. A pinion 80 is attached to the tip of the motor generator output shaft 75. A bevel gear 79 is attached to an upper end portion of a drive shaft 82 that extends downward perpendicularly to the motor generator output shaft 75 that is horizontally disposed. By installing the intermediate speed reducer 81 between the motor generator output shaft 75 and the drive shaft 82 in this way, the efficient rotational speed of the motor generator 29 and the efficient rotational speed of the propeller of the propulsion device are matched. Yes.

  As shown in FIGS. 19 to 21, a drive shaft case 83 is disposed around a drive shaft 82 that extends downward from the tilt shaft 73 at the center in the ship width direction of the recess 18 of the casing 11. A swivel bracket 84 is disposed on the front side of the drive shaft case 83, and the tilt shaft 73, the drive shaft case 83, and the swivel bracket 84 are integrally coupled to each other. In its basic form, the swivel bracket 84 has a substantially plate shape extending in the ship width direction substantially equal to the inner width of the recess 18 and has a high rigidity and strength against a load load such as an external force. A lower steering bracket 85 extending rearward is fixed to the lower end of the swivel bracket 84.

  As described above, the motor generator output shaft 75 coincides with the tilt axis, and the drive shaft 82 and the propulsion unit, which will be described later, can be rotated up and down around the tilt axis. Tilt operation. As a result, it is possible to operate at an optimum propulsion angle corresponding to the ship speed and propulsive force, while in the maximum tilt-up position, the propulsion unit can be kept away from the water surface in a dry state in mooring on the water.

  An exhaust passage for exhausting the fuel gas generated in the engine 28 is formed around (a part of) the tilt shaft 73, and this exhaust passage is further formed through the inside of the drive shaft case 83. This will be described later.

As shown in FIG. 20 and the like, a propulsion device 86 having a propeller is disposed below the drive shaft case 83. The propulsion device 86 includes a gear case 87 in which a propeller driving gear is incorporated, and has a fin shape as a whole. A propeller 88 is mounted on the rear end portion of the gear case 87. The drive shaft 82 extends further downward through the drive shaft case 83 and extends into the gear case 87. Here, the gear case 87 is rotatably supported by the lower steering bracket 85 of the swivel bracket 84 via a bearing portion 89 provided around the drive shaft case 83 and a drive shaft housing 90 coupled to the bearing portion 89. Is done.

  The drive shaft 82 is supported by a bearing 91 in the gear case 87 as shown in FIG. A final reduction gear 94 constituted by a bevel gear 92 and a pinion 93 is disposed inside the gear case 87. A pinion 93 is attached to the lower end portion of the drive shaft 82, and a bevel gear 92 is attached to the front end portion of the propeller shaft 95 that extends orthogonally to the vertically arranged drive shaft 82. The propeller shaft 95 is rotatably supported by bearings 96 and 97 near the front end portion and the rear end portion thereof, and a propeller 88 is attached to the rear end portion. The bearings 96 and 97 are disposed in the bearing housing 98. Accordingly, the propeller shaft 95 and thus the propeller 88 can be driven to rotate by the rotation of the drive shaft 82 via the final reduction gear 94.

  As described above, the reduction gear 58 is disposed between the engine 28 and the motor generator 29, the intermediate reduction gear 81 is provided between the motor generator 29 and the drive shaft 82, and the final reduction gear 94 is further provided between the drive shaft 82 and the propeller shaft 95. The propeller 88 is driven through the first, middle and final stage reducers. The intermediate reduction ratio × the final reduction ratio is the overall reduction ratio between the motor generator 29 and the propeller 88, and the initial reduction ratio × the intermediate reduction ratio × the final reduction ratio is the overall reduction ratio between the engine 28 and the propeller 88. Is the reduction ratio between the engine 16 and the motor generator 17. By setting the reduction ratio in this way, the engine 28, the motor generator 29, and the propeller 88 are combined so that the respective efficiencies are the best.

Tilt mechanism Next, a tilt mechanism and a steering mechanism for the propulsion device 86 will be described.
First, the propulsion device 86 can be rotated up and down around its tilt axis via the tilt shaft 73. The tilt mechanism includes a drive device called a so-called power trim tilt (PTT). As schematically shown in FIG. 23, the power trim tilt 99 includes a pair of trim driving hydraulic cylinders 100 and a tilt driving hydraulic cylinder 101 between them. These hydraulic cylinders 100 and 101 are electro-hydraulic and operate using a hydraulic pump driven by a motor as a hydraulic source. The trim rod 100a of the hydraulic cylinder 100 and the tilt rod 101a of the hydraulic cylinder 101 are configured to expand and contract, and the operation stroke of the tilt rod 101a for tilt driving is set longer than the operation stroke of the trim rod 100a for trim driving. ing. The hydraulic cylinders 100 and 101 of the power trim tilt 99 are controlled in operation timing and the like by a control device.

  As shown in FIG. 20 and the like, the base end 99a of the power trim tilt 99 is swingably supported (vertical direction) on the casing 11 side (the appropriate portion of the main bracket 60 can be used). In this case, the tip of the tilt rod 101a for tilt drive is connected to the swivel bracket 84. The connecting portion of the tilt rod 101a is below the tilt axis. On the other hand, the trim rod 100a of the hydraulic cylinder 100 for trim driving comes into contact with the swivel bracket 84 side. In this example, there is an abutting arm 102 that projects obliquely upward and forward from the front surface side of the swivel bracket 84 toward the trim rod 100a.

  When trim driving is performed by the tilt mechanism, the hydraulic cylinder 100 is operated, and the trim rod 100a is extended as shown by an arrow in FIG. Thus, the portion below the tilt shaft 73 is rotated around the tilt shaft 73 as indicated by an arrow, and the propulsion unit 86 including the drive shaft 82, the drive shaft housing 90, and the propeller shaft 95 is tilted. Can do. In this case, the trim limit position is about 20 °.

  On the other hand, when the hydraulic cylinder 101 is actuated, the tilt rod 101a of the hydraulic cylinder 101 extends as indicated by the arrow in FIG. 25, and the swivel bracket 84 connected to the tip thereof, and hence the portion below the tilt shaft 73, is connected to the tilt shaft 73. Further, the propulsion unit 86 including the drive shaft 82 and the drive shaft housing 90 and the propeller shaft 95 can be tilted. In this case, the shallow position of the propulsion device 86 by tilt drive is about 45 °.

  In this tilt operation, the propulsion device 86 can be further tilted up to about 90 ° as the storage position as shown in FIG. In addition, the upper limit position at the time of tilt driving by normal power trim tilt is about 75 ° at most.

  The hydraulic cylinders 100 and 101 have a shock absorbing function, and if the propulsion unit 86 collides with, for example, a floating object or the seabed, the propulsion unit may jump back (upward). The impact can be relaxed and absorbed by restricting the movement by the orifice.

Steering mechanism Next, the propulsion unit 86 can be rotated in the yaw direction (left-right direction) by the steering mechanism (yawing). This steering mechanism has a pair of steering fixing brackets 103 that protrude from the left and right sides of the swivel bracket 84 and project to the front side of the swivel bracket 84 as shown in FIGS. On the front side of the swivel bracket 84, a steering rod 104 supported at both ends by these steering fixing brackets 103 is horizontally mounted. A steering cylinder 105 that is hydraulically driven in an electrohydraulic manner is fitted to the steering rod 104, and reciprocates along the steering rod 104 using a motor-driven hydraulic pump as a hydraulic source.

  Referring to FIG. 27, hydraulic pipe elbows 106 are attached to both ends of steering cylinder 105, and hydraulic oil is supplied / discharged through these hydraulic pipe elbows 106. Below the steering cylinder 105, a steering movable bracket 107 is attached substantially in parallel (shown by hatching in FIG. 27A), and is movable integrally with the steering cylinder 105. Note that bosses 105a for attaching the steering movable bracket 107 project from both ends of the steering cylinder 105. The steering movable bracket 107 is coupled to a connection pin 108 that is planted on the drive shaft housing 90 side that is coupled to the gear case 87 side. Thus, in conjunction with the reciprocating motion of the steering cylinder 105, the gear case 87, and hence the propulsion device 86, rotates in the left-right direction via the connecting pin 108.

  For example, as shown in FIG. 27, the steering cylinder 105 is located at the center in the longitudinal direction of the steering rod 104 at the time of going straight. At this time, the gear case 87 and therefore the entire propulsion device 86 face in the front-rear direction, and the boat goes straight. Further, when the steering cylinder 105 is moved to the right as indicated by the arrow in FIG. 28A from this straight traveling state, the gear case 87, that is, the propulsion device 86 rotates as indicated by the arrow in FIG. It pivots about a central steering shaft or drive shaft 82, which causes the propulsion device 86 to turn right and the boat to turn left.

  On the other hand, when the steering cylinder 105 is moved to the left as shown by the arrow in FIG. 29A from the straight traveling state described above, the gear case 87, that is, the propulsion device 86, rotates as shown by the arrow in FIG. It rotates around a steering shaft or drive shaft 82, which is the center of movement, so that the propulsion device 86 turns to the left and the boat turns to the right.

In the intake side as intake and exhaust system described above, takes in air from the tip of the air intake 42a of the intake pipe 42 which is extended up to the hull 1 side, the exhaust side, exhaust from the engine 28 is to the exhaust pipe 46 Discharged. In order to extend the intake pipe 42 to the hull 1 side, a through hole 20 (see FIG. 5) is formed in the base plate 14 and the transom board 2, and the intake pipe 42 is penetrated through the through hole 20. As a result, air can be taken in from the room that is not directly splashed in the ship or exposed to rainwater from the air intake port 42a. Therefore, even if the temperature in the casing 11 rises, low-temperature and high-density air can be used for combustion, and the engine output decreases. There is nothing.

  On the exhaust side, as shown in FIG. 8 and the like, the exhaust pipe 46 is routed so as to rise toward the recess 18 on the rear side of the engine 28 through the lower side (oil pan 49) of the engine 28. Is done. As described above, the tilt shaft 73 is horizontally mounted in the recess 18, and the exhaust guide pipe 48 is disposed substantially parallel to the tilt shaft 73. 19 to 21, the exhaust guide pipe 48 has an exhaust introduction port 48 a and an exhaust discharge port 48 b, and the exhaust introduction port 48 a is connected to the exhaust pipe 46 in the casing 11 so that exhaust is introduced. It has become. A bracket for supporting the exhaust guide tube 48 can be provided in the recess 18 and the exhaust guide tube 48 can be supported via this bracket.

  The exhaust guide pipe 48 has a pair of exhaust exhaust ports 48b spaced apart from each other in the ship width direction, and exhausts exhaust from each exhaust exhaust port 48b to an exhaust passage described later. At both ends of the tilt shaft 73, connection portions 109 for connecting to the exhaust discharge ports 48 b of the exhaust guide pipe 48 are provided on the outer periphery thereof. A pair of substantially rectangular donut-shaped annular spaces or spaces 110 are formed inside the connecting portion 109, and the annular spaces 110 are connected to the exhaust outlet 48b.

  In the connection structure of the connecting portion 109, for example, a long hole is formed in the outer peripheral surface of the connecting portion 109, and the annular space 110 and the exhaust outlet 48b communicate with each other through the long hole. Note that the long hole has a length of at least about 90 ° on the outer peripheral surface of the connecting portion 109 when viewed at its circumferential angle. The connecting portion 109 rotates integrally with the tilt shaft 73. In this case, in order to prevent the exhaust from leaking from the elongated hole, for example, the exhaust outlet 48b has a shielding member 109a along the circumferential shape of the elongated hole. Etc. can be attached.

  Exhaust gas introduced into the annular space 110 of the connecting portion 109 is once collected in the exhaust collecting portion 112 through the exhaust passage 111 as shown by the arrows in FIGS. Then, after passing through the drive shaft case 83, the exhaust gas further passes through the gear case 87 and is discharged into the water from the inside of the boss portion of the propeller 98. In the exhaust passage 111 configured as described above, exhaust gas can be efficiently discharged by allowing it to flow in a balanced manner from the pair of exhaust discharge ports 48b of the exhaust guide pipe 48. Further, by finally discharging into the water from the inside of the boss portion of the propeller 98, it is possible to suppress exhaust noise and eliminate the need for a large silencer or the like.

The engine 28 or the motor generator 29 or the like constituting the cooling system power unit generates heat during its operation, but has a heat exchanger for cooling these members, and supplies a cooling liquid from the heat exchanger to each part. It is designed to return to the heat exchanger after use.
In the present embodiment, as shown in FIG. 12 and the like, the heat exchanger 113 is arranged and supported via the bracket 114 on the front side of the motor generator 29. Note that FIG. 30 schematically shows a cooling system by the heat exchanger 113.

  The heat exchanger 113 is connected to a seawater pumping pipe 115 for pumping seawater or fresh water (hereinafter simply referred to as seawater). The seawater pumping pipe 115 is suspended from the front bottom of the casing 11. A seawater intake port 116 is provided at the lower end of the seawater pumping pipe 115, and seawater is taken from the seawater intake port 116. The seawater intake 116 protrudes downward from the ship bottom 3. In the casing 11, an electric pumping pump 117 for pumping seawater is disposed at an appropriate position in the middle of the seawater pumping pipe 115 (see FIGS. 12 and 15, etc.). Then, it is supplied into the heat exchanger 113. The seawater in the heat exchanger 113 joins the exhaust passage 111 through the drainage pipe 118 and is drained after use.

  In the heat exchanger 113, a heat exchange pipe 119 is routed along a predetermined path. The heat exchange pipe 119 is connected to the coolant supply pipe 120 on one end side, and the coolant recirculates on the other end side. Connected to the pipe 121. Coolant supply pipe 120 (120a to 120c) is connected to motor generator 29 (including an indirect coolant supply pipe 120a 'for inverter 31), battery 30, engine 28, and exhaust pipe 46, respectively. The inverter 31, the battery 30, the engine 28, and the exhaust pipe 46 are connected to the coolant recirculation pipe 121 (121 a to 121 c), respectively. An electric circulation pump 122 for circulating the coolant is arranged at a suitable position in the middle of the coolant supply pipe 120 (see FIG. 16), and the coolant is circulated in the cooling system by the circulation pump 122.

  In the above case, the motor generator 29, the battery 30, the inverter 31, and the exhaust pipe 46 each have a so-called water jacket. Cooling is performed in a liquid-cooled manner by circulating a coolant in the water jacket. When supplying the coolant to the engine 28, the motor generator 29, the battery 30, the inverter 31, and the exhaust pipe 46 as described above, a thermostat or the like is attached to the coolant supply port of these water jackets. It is also possible to supply / shut off the coolant depending on the temperature of the coolant inside.

  Here, in the reduction gear 58, the drive gear 65 and the driven gear 66 are always meshed so that the lubricating oil is supplied into the casing 64. For this reason, as shown in FIG. 8 or FIG. 14 and the like, an electric hydraulic pump 123 for supplying lubricating oil to the speed reducer 58 is disposed on the lower right of the motor generator 29 typically. The casing 64 of the reduction gear 58 and the hydraulic pump 123 are connected by a lubricating oil supply pipe 124 and a lubricating oil recovery pipe 125.

  A battery 127 (for low voltage) is disposed and supported via a bracket 126 at the front left side of the motor generator 29 as shown in FIGS. Start of the engine 28 (including restart from idle stop) is basically performed by the motor generator 29. The engine 28 includes an electric starter that operates on the low-voltage battery 127. For example, even when the operation of the high voltage drive system (battery 30, inverter 31, motor generator 29) has to be stopped, the engine 28 can be started using the battery 127, and the cruising is continued only with the engine output. Is possible.

  In the above case, the power unit of the outboard motor 10 is optimally controlled by the hybrid control unit and / or the engine control unit, and is always properly operated. For example, the state of charge of the battery 30 is constantly monitored, and in the hybrid control unit, the required charge amount / discharge amount is calculated according to the output current requested by the motor generator 29 to determine the power generation amount.

Further, the second clutch 78 between the motor generator 29 and the drive unit is disconnected depending on the state of the battery 30 and the running state of the boat, and all the AC power generated by the motor generator 29 is converted into DC by the inverter 31, 30.
Further, the alternating current generated by the motor generator 29 is converted into direct current by the inverter 31 depending on the state of the battery 30 and the traveling state, and is supplied to the battery 30. The power of the engine 28 is used for both power generation by the motor generator 29 and propeller drive.
Further, depending on the state of the battery 30 and the running state, the electric power stored in the battery 30 is converted from direct current to alternating current by an inverter, and the motor generator 29 is driven. At low speed, the engine 28 is stopped, the first clutch 67 between the engine 28 and the motor generator 29 is disconnected, and the propulsion unit is driven only by the motor generator 29.

Further, depending on the state of the battery 30 and the traveling state, the electric power stored in the battery 30 is converted from direct current to alternating current by the inverter 29, and the motor generator 29 is driven. For example, during acceleration, the propulsion device is driven by both the engine 28 and the motor generator 29.
Further, depending on the state of the battery 30 and the running state, the motor generator 29 is disconnected from the engine 28 by the first clutch 67, and the torque generated by the propeller 98 of the propulsion device 86 during deceleration generates an alternating current by the motor generator 29. It is converted into direct current by the inverter 31 and the battery 30 is charged.

Next, functions and effects of the main configuration of the hybrid outboard motor 10 of the present invention will be described.
1) First, the engine 28, the motor generator 29, the battery 30, and the inverter 31 which are main members constituting the power unit of the outboard motor 10 are accommodated in the casing 11, and the propulsion device 74 is mounted on the casing 11. All of them are integrally installed as an outboard motor 10 outside the hull.

  Since it does not occupy space in the boat, it can be used widely. Further, since the components of the outboard motor 10 are substantially disposed outside the outboard, maintenance work and the like can be easily performed. Furthermore, it can be easily and collectively attached to the stern without using a special device.

  Further, in operation, the engine 28 is operated only in an efficient state with respect to load fluctuations, so that fuel efficiency is good. In particular, since the engine 28 is stopped at a low load such as idling, fuel efficiency is improved. Further, reverse-neutral-forward switching is performed by changing the rotational direction and rotational speed of the motor generator 29, that is, it is not performed by a shift operation (clutch and gear) as in the case of a normal internal combustion engine. It is possible to smoothly switch between reverse and acceleration.

2) The motor generator output shaft 75 of the motor generator 29 is aligned with the tilt axis (tilt shaft 73).
Accordingly, it is not necessary to bend the motor generator output shaft 75 and the propeller shaft (propeller shaft 95) using, for example, a universal joint or the like with respect to the tilt angle change. For this reason, it is not necessary to use an extra power transmission mechanism or the like, so that the mechanical efficiency is high, the structure is simplified, and the product price can be reduced. In addition, by simplifying the structure, it is possible to suppress the occurrence of failure as much as possible.
Further, when mooring on the water, the propulsion device 86 can be lifted up to the surface of the water (see FIG. 26), and is excellent in corrosion resistance and fouling resistance (those caused by algae, shellfish, etc.). Therefore, the product life can be extended by improving the durability.

Furthermore, when a collision with a floating substance on the water or the sea floor occurs, the collision energy can be reduced by jumping up the propulsion device 86 in the tilt direction (see FIG. 24, FIG. 25, etc.).
Moreover, since a motor etc. are not arrange | positioned in the propulsion device 86 containing the gear case 87 immersed in water, the propeller 88, etc., the underwater immersion part of the propulsion device 86 becomes small. As a result, hydrodynamic resistance (hereinafter referred to as “drug”) is reduced, and navigation performance, fuel consumption, and the like are improved.
In addition, since the length (depth) of the protrusion from the ship bottom can be changed by tilting, navigation in shallow water becomes possible.
Also, since the propulsion (vertical) direction can be changed (trim function), it is adjusted to the optimal propulsion (vertical direction) angle for the water flow distribution around the stern, which changes depending on the hull center of gravity, ship bottom shape or ship speed during navigation. it can.

3) While the motor generator output shaft 75 and the drive shaft (drive shaft 82) are decelerated by bevel gears (bevel gear 79 and pinion 80), they are orthogonal to each other.
Thus, it is not necessary to bend the motor generator output shaft 75 and the propeller shaft using, for example, a universal joint with respect to the steering angle change. Therefore, the mechanical efficiency is high, the structure is simplified, and the product price can be reduced. In addition, by simplifying the structure, it is possible to suppress the occurrence of failure as much as possible.

  Further, since the weight of the portion (the gear case 87 or the propeller 88) located farthest from the tilt axis in the propulsion device 86 does not increase, the inertial mass of the movable part around the tilt axis does not increase. For this reason, when it collides with a floating object or the seabed, the energy that jumps around the tilt axis and absorbs the impact is substantially reduced. Therefore, since the impact absorbing device can be small, the entire outboard motor can be made lightweight and inexpensive. Furthermore, it is possible to set a large tilt angle.

4) The drive shaft and the steering shaft are matched.
As a result, the steering angle can be increased.
Further, it is not necessary to bend the motor generator output shaft 75 and the propeller shaft using, for example, a universal joint or the like with respect to the tilt angle change. Therefore, the mechanical efficiency is high, the structure is simplified, and the product price can be reduced. In addition, by simplifying the structure, it is possible to suppress the occurrence of failure as much as possible.
Further, even if steering is performed, the relative positional relationship between the drive shaft and the propeller shaft or between the drive shaft and the motor generator output shaft does not change. Thereby, power can be transmitted with a simple configuration, and transmission efficiency is good.

5) A drive shaft is arranged in a perpendicular direction perpendicular to the propulsion (propeller) shaft, and both are decelerated by bevel gears (bevel gear 92 and pinion 93) in the gear case.
As a result, the motor generator 29 has two stages: a motor generator shaft-drive shaft speed reducer (intermediate speed reducer) and a drive shaft-propeller shaft speed reducer (final speed reducer) from a relatively high rotational speed with good mechanical efficiency. Slow down. As a result, the overall reduction ratio can be set large, and the speed can be reduced to a relatively low rotational speed with high propulsion efficiency of the propeller 88. Moreover, since the final reduction gear can be made small, the drag of the submerged part does not increase.

6) Between the motor generator 29 and the intermediate reduction gear 81, the 2nd clutch 78 which can control connection / separation with a hybrid control unit is arrange | positioned.
As a result, power can be generated by driving the motor generator 29 by the engine 28 and operating as a generator while the propulsion unit 86 is stationary. In this case, since the propulsion device 86 is stationary, the power generation efficiency is good.

7) The crankshaft of the engine 28 is arranged orthogonal to the traveling direction of the boat (so-called horizontal internal combustion engine arrangement structure).
As a result, the entire package of the outboard motor can be made compact because it does not protrude in the vertical direction and the front-rear direction.
Further, since the center of gravity of the propulsion device 86 is not greatly separated rearward from the boat, it is possible to easily shift to the sliding state.

8) The motor generator shaft is arranged orthogonal to the traveling direction of the boat (so-called horizontal motor arrangement structure).
As a result, the overall package of the outboard motor can be made compact.
Also in this case, since the center of gravity of the propulsion device 86 is not greatly separated backward from the boat, it is possible to easily shift to the sliding state.

9) The crankshaft of the engine 28 is matched with the first (first stage) reduction gear input shaft (input shaft 59). Further, the first reduction gear output shaft and the motor generator shaft are made to coincide. Further, the crankshaft of the engine 28 and the first reduction gear input shaft are connected by a universal joint 57. In addition, a first clutch 67 that can be connected / disconnected by the hybrid control unit is provided between the universal joint 57 and the first reduction gear input shaft.

Thereby, the vibration of the engine 28 can be prevented from being transmitted to the motor generator 29. At the time of restart after idling stop, when the engine 28 is started by the motor generator 29, the starter generator (motor generator 29) is disposed close to the engine 28. Few.
The engine 28 and the motor generator 29 are separated from the drive unit (propulsion unit 86). Compared to a conventional outboard motor in which the drive unit and the internal combustion engine are integrated, the weight and moment of inertia of the drive unit are reduced, so that the (hydraulic) device required for the tilting operation can be reduced.
Further, since the attitude of the engine 28 does not change even when the drive unit is tilted or steered, the engine 28 can be cooled and lubricated easily and accurately. For this reason, for example, an automobile internal combustion engine can be used.

Further, by appropriately using the first clutch 67 and the second clutch 78, typically, the following four operation modes can be selected.
(A) First clutch engagement and second clutch “connection” state;
The propeller 88 is driven by the engine 28 and the motor generator 29 (acceleration or heavy load state), or while the propeller 88 is driven by the engine 28, the motor generator 29 is in a power generation state (battery low charge state).
(B) First clutch engaged and second clutch "disengaged"state;
The boat can be stationary, charged by the motor generator 29 (battery low charge state), or the engine 28 can be started by the motor generator 29.
(C) The first clutch is disengaged and the second clutch is “engaged”;
Propulsion by the motor generator 29 or energy regeneration during deceleration (engine stop) can be performed.
(D) the first clutch disengaged and the second clutch disengaged;
It is a non-operation state.

10) The engine 28 and the motor generator 29 are covered with a watertight casing 11.
Thereby, corrosion resistance and antifouling properties of the engine 28, the motor generator 29, etc. can be improved.

11) An engagement member for fixing the watertight casing 11 and the hull 1 is provided.
As a result, the entire outboard motor including the engine 28 and the motor generator 29 is integrally assembled. As far as this point is concerned, since it is a so-called All-in-One or pre-assy like the conventional outboard motor, it can be easily attached to the hull 1 and the relative position of each part of the constituent members can be adjusted. There is no need.

12) The effects of the above All-in-One can be similarly achieved by the following listed configurations.
(A) The watertight casing 11 is provided with a tilt bearing of the drive unit.
(B) The watertight casing 11 is provided with a fixed end (base end 99a of the power trim tilt 99) of the hydraulic drive device for tilting of the drive unit.
(C) The watertight casing 11 is provided with a fixed end (steering fixing bracket 103) of the steering driving device of the driving unit.
(D) The watertight casing 11 is provided with an inverter 31 that converts an alternating current (motor generator 29) current into direct current and an inverter 31 that converts direct current from a battery (battery 30) into alternating current.
In any case, the entire outboard motor including the engine 28 and the motor generator 29 can be assembled integrally, can be easily attached to the hull 1, and the relative position of each part of the constituent members needs to be adjusted. There is no.

13) The combustion air of the engine 28 disposed in the watertight casing 11 is a cylinder for intake air (intake pipe 42) provided through a through hole opened in the transom board 2 of the casing 11 and the hull 1. Supplied from In this case, the inner opening end of the air cylinder is installed in a room that is not directly exposed to waves, splashes, rain, and the like provided in the hull.

  In conventional outboard motors, combustion air provided in the cover (cow ring) is taken from the air intake port of the cover, so the inside of the cover becomes negative pressure and not only air but also water (splash) It was difficult to avoid getting into the cover. On the other hand, by taking in air from a room that is not directly exposed to waves, splashes, rain, etc. in the hull like inboard motors and inboard / outboard motors, the watertight casing 11 does not become negative pressure, but water (splash). ) Can be prevented from entering the casing 11.

14) In order to take in ventilation air into the watertight casing 11, a cylinder for ventilation air is provided through the casing 11 and a through hole opened in the transom board 2 of the hull 1. The inside opening end of the ventilation air cylinder is installed in a room that is not directly exposed to waves, splashes, rain, and the like provided in the hull. Further, the ventilation outlet is led to the outside from the casing 11 via the maze.

  The inside of the watertight casing 11 can be ventilated. By maintaining the pressure in the watertight casing 11 at a positive pressure, water (splash) can be prevented from entering the watertight casing 11.

15) The lower end of the watertight casing 11 is installed above the ship bottom 3.
As a result, the watertight casing 11 itself receives water flowing so as to rise from the lower end (bottom 3) of the transom board 2, so that the effect of lifting the stern of the hull 1 works and it is easy to shift to the planing.

16) The upper end of the watertight casing 11 is installed at the same or lower position as the upper end of the transom board 2.
As a result, the area around the stern part, in particular, the rear side is substantially opened, and for example, it is easy to get on and off the stern part from a pier or the like, and it has an excellent advantage that it is easy to take in nets, fishing fish, etc. Incidentally, around the stern part is conventionally blocked by a bulky outboard motor. By opening the stern rear, the outboard motor usability and usability are greatly improved.

17) The upper surface of the watertight casing 11 is substantially flat.
The design of the hull 1 and the propulsion device (watertight casing 11) can be matched. In general, it is not easy to balance outboard motor design with boat design.

18) The upper part of the watertight casing 11 can be opened and closed.
Maintenance of each part of the power unit (engine / motor generator / inverter, etc.) can be performed extremely easily and appropriately. Although it depends on the contents of the maintenance work, conventionally, the outboard motor has been generally removed from the hull, the exterior (cover) removed, and then the maintenance work has to be performed.

19) A heat exchanger for exchanging heat of the coolant and the seawater for cooling is provided in the watertight casing 11 for the engine 28, the motor generator 29, the battery 30 and the inverter 31. That is, the motor generator 29 and the inverter 31 are water-cooled.
Since the seawater for cooling is not directly introduced into the engine 28, the motor generator 29, the inverter 31, and the like, the internal corrosion resistance of these devices or equipment can be greatly increased. Incidentally, although the internal combustion engine is substantially the same as the inboard motor and the inboard / outboard motor, the outboard motor has a difficulty in corrosion resistance because it basically takes in seawater directly.

20) An electric pump 1177 for taking cooling seawater into the watertight casing 11 is provided.
In conventional outboard motors, seawater is pumped by a mechanical pump installed on the drive shaft. For this reason, if the drive shaft is reversed, pump entry / exit is reversed as it is, so that it cannot be used for a propulsion device that reverses the boat by reversing the motor (drive shaft). In the case of a mechanical pump, the pumping amount is determined in proportion to only the rotational speed of the drive shaft (that is, the internal combustion engine). On the other hand, by using an electric pump, only the amount of cooling water corresponding to the amount of heat generated according to the load (throttle opening when the internal combustion engine is a gasoline engine) and the number of revolutions is pumped, so there is no waste and the efficiency is extremely high. high.

21) In the watertight casing 11, an electric circulation pump 122 for circulating the coolant between the engine 28, the motor generator 29, the battery 30, and the inverter 31 and the heat exchanger 113 is provided.
A mechanical pump in an inboard / outboard motor or the like circulates an amount of coolant proportional to only the rotational speed of a drive shaft (internal combustion engine), and bypasses only a necessary amount using a thermostat or the like. On the other hand, by using an electric type, only the amount of coolant corresponding to the amount of heat generated according to the load (throttle opening when the internal combustion engine is a gasoline engine) and the number of revolutions is circulated, so there is no waste and the efficiency is extremely high. It ’s expensive.

22) A through-hole 27 is formed through which a cord or cable 26 for electrical and mechanical connection is inserted between the device or equipment or member in the casing 11 and the control device on the hull 1 side.
Cables are not exposed around the hull 1 and the propulsion device 86, and are excellent in terms of safety, orderliness, design, and the like.

23) The engine 28 is a gasoline engine.
A low-priced propulsion device can be provided by using a large-scale four-wheel engine as a base.

24) The engine 28 is a diesel engine.
As in the case described above, an inexpensive propulsion device can be provided by using a four-wheel engine having a large mass production scale as a base.

25) A catalyst device 47 is provided in the exhaust path.
Unlike the case of a conventional outboard motor, the exhaust passage can be independently provided outside the main body, and the catalyst can be easily installed. Exhaust gas can be purified appropriately and efficiently.

26) The exhaust path is guided around the propeller shaft through the gear case 87, and the exhaust gas is finally discharged into the water.
As in the case of a normal inboard motor, inboard / outboard motor, or outboard motor, silence can be ensured with respect to exhaust noise.

27) A water jacket is provided around the exhaust path (downstream side of the catalyst device) in the watertight casing 11.
The extent to which the ambient temperature in the watertight casing 11 rises due to radiation from the exhaust passage can be suppressed.

28) The lower surface of the watertight casing 11 has a concave shape (a bowl shape), and the driving portion including the tilt axis movable portion is accommodated in the concave portion 18.
The concave portion 18 is set at a position where the drive unit can be accommodated, and this is the center distribution, and the engine 28 is placed in one of the box portions on both sides, and the motor generator 29, battery 30 and inverter 31 are placed on the other side. It can be in a balanced and extremely compact shape or form.

29) A guide or guide 19 for supporting the lateral thrust of the swivel bracket 84 is provided in the recess 18 of the watertight casing 11.
Since the lateral thrust is supported by the concave portion 18 of the casing 11, the overall rigidity is high and a large lateral thrust can be supported in a simple shape. In this case, the wall surface of the recess 18 is used effectively, and no special structural member is required.

30) A wall portion is provided on the front side of the concave portion 18 of the watertight casing 11 (the concave portion 18 is provided only on the rear side, not the entire lower surface), and hydraulic pressure (or electric) for rotating the swivel bracket 84 about the tilt axis is provided. ) The entire driving device is arranged outside the watertight casing 11. By arranging in this way, the watertight structure of the casing 11 can be simplified as compared with the case where the inside and outside of the watertight casing 11 are connected.

31) The tilt axis is set to be located behind or below the drive axis connecting the engine 28 and the motor generator 29.
Since the moment of inertia around the tilt axis can be reduced, the amount of force required for tilt drive can be substantially reduced. The required shock absorption can be reduced. Since the escape portion for avoiding interference with the tilt movable portion can be made small, the whole can be made compact.

32) A hybrid control unit (which controls the motor generator 29, the inverter 31 and the clutch) and an engine control unit are provided in a watertight casing 11.
Since the hybrid system is packaged in the watertight casing 11 as a single completed unit, it can be mounted on a boat or the like very easily and accurately. As a result, the All-in-One property, which is an excellent feature of outboard motors, can be properly maintained over a long period of time.

33) Apart from the energy storage device (high voltage battery 30) connected to the motor generator 29 and the inverter 31, a low voltage battery 127 is provided in the watertight casing 11 for engine control.
The engine 28 can be operated by a popular type (generally mass-produced) control unit, and the cost can be substantially reduced.

  The gist of the present invention is that, in the above-described hybrid outboard motor 10, particularly in the power transmission system that transmits the power of the power unit to the screw (propeller 88), the engine 28 juxtaposed in the ship width direction in the casing 11. The motor generator 29 is connected via a connecting mechanism (universal joint 57), and the motor generator 29 and the propulsion device 86 including the propeller 88 are connected via a second connecting mechanism (bevel gear 79 and pinion 80). The engine 28 and / or the motor generator 29 are connected to the propulsion device 86, and the propeller 88 is driven to rotate.

  An engine 28 and a motor generator 29 are provided as power sources for the outboard motor 10, and the powers of these two power sources are selectively used according to the traveling state of the boat. As a result, in operation, the engine 28 is operated only in an efficient state with respect to load fluctuations, so that fuel efficiency is good. In particular, since the engine 28 is stopped at a low load such as idling, fuel efficiency is improved. Further, reverse-neutral-forward switching is performed by changing the rotational direction and rotational speed of the motor generator 29, that is, it is not performed by a shift operation (clutch and gear) as in the case of a normal internal combustion engine. It is possible to smoothly switch between reverse and acceleration.

  In the present invention, a first reduction gear (reduction gear 58) is disposed between the engine 28 and the motor generator 29, and a second reduction gear (intermediate reduction gear 81) is provided between the motor generator 29 and the propulsion device 86. ) Is arranged, and the third reduction gear (final reduction gear 94) is arranged in the propulsion device 86.

  In the power transmission system from the engine 28 or the motor generator 29 that is a power source to the propeller 88, the propeller 88 is driven through first-stage, middle-stage, and final-stage reducers. The intermediate reduction ratio × the final reduction ratio is the overall reduction ratio between the motor generator 29 and the propeller 88, and the initial reduction ratio × the intermediate reduction ratio × the final reduction ratio is the overall reduction ratio between the engine 28 and the propeller 88. Is the reduction ratio between the engine 16 and the motor generator 17. By setting the reduction ratio in this way, the engine 28, the motor generator 29, and the propeller 88 are combined so that the respective efficiencies are the best.

In the present invention, the first clutch 67 is disposed between the engine 28 and the motor generator 29, and the second clutch 78 is disposed between the motor generator 29 and the propulsion device 86.
In this case, the first clutch 28 is interposed between the universal joint 57 and the first speed reducer, and the second clutch 78 is interposed between the motor generator 29 and the second coupling mechanism.

  Each of the first clutch 67 and the second clutch 78 can connect / disconnect a predetermined portion of the power transmission path, and selects an optimal operation mode according to the running state by using these clutches 67 and 78 properly. be able to.

That is, as described above, the first clutch 67 is set to the “connected” state and the second clutch 78 is set to the “connected” state, whereby the propeller 88 is driven by the engine 28 and the motor generator 29, or the propeller 88 is driven by the engine 28. Is driven by the motor generator 29.
Further, by setting the first clutch 67 in the “engaged” state and the second clutch 78 in the “disengaged” state, the boat stops and is charged by the motor generator 29 or the engine 28 is started by the motor generator 29. Can do.
Further, by setting the first clutch 67 in the “disengaged” state and the second clutch 78 in the “engaged” state, the motor generator 29 can be used for propulsion or energy regeneration during deceleration.
Further, when the first clutch 67 is set to the “released” state and the second clutch 78 is set to the “released” state, the non-operation state is set.

  In the present invention, the second reduction mechanism (intermediate reduction gear 81) is configured in the second coupling mechanism (bevel gear 79 and pinion 80).

  The motor generator 29 and the propulsion device 86 are connected to each other via a bevel gear 79 and a pinion 80. In this portion, a reduction mechanism is configured by the connection mechanism itself. As a result, the structure can be simplified.

  In the present invention, the crankshaft of the engine 28 and the input shaft 59 of the speed reducer 58 are matched with each other, and the output shaft of the speed reducer 58 (motor generator output shaft 75) and the rotation shaft of the motor generator 29 (rotor shaft 72). Match.

  As a result, the vibration of the engine 28 can be prevented from being directly transmitted to the motor generator 29. At the time of restart after idling stop, when the engine 28 is started by the motor generator 29, the starter generator (motor generator 29) is disposed close to the engine 28, so that there is a delay in starting the engine. Few.

  As described above, according to the present invention, the hybrid outboard motor 10 which is extremely compact and can be integrally and compactly mounted on a boat is realized. At that time, while solving various problems and the like of the conventional outboard motor, it can be mounted on a boat and exhibit excellent operational effects.

  In particular, the power of the power source can be transmitted appropriately and efficiently in a limited space while achieving compactness and high performance. By efficiently transmitting power in this way, fuel consumption and electric power consumption are effectively reduced, contributing to so-called “energy saving” and the like very effectively.

As mentioned above, although this invention was demonstrated with embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention.
For example, the reduction ratios of the first to third reduction gears arranged in the power transmission path can be appropriately set according to the displacement of the engine 28, the output of the motor generator 29, or the like.

DESCRIPTION OF SYMBOLS 1 Hull, 2 Transom board, 2a Top part, 3 Ship bottom, 4 Ship floor, 4a Ship floor step part, 10 Hybrid type outboard motor, 11 Casing, 11a Front surface part, 11b Upper surface part, 11c Recessed part, 11d Rear surface part, 11e Bottom surface Part, 12 casing body, 13 cover, 14 base plate, 15 mounting hole, 15A upper mounting hole, 15B lower mounting hole, 16 hinge, 17 seal, 18 recess, 18a front wall, 18b side wall, 19 guide, 20 through hole , 21 Fuel tank, 22 Fuel pipe, 23 Through hole, 24 Ventilation air cylinder, 25 Through hole, 26 Cables, 27 Through hole, 28 Engine, 29 Motor generator, 30 Battery (for high voltage), 31 Inverter, 32 Cylinder block, 33 Crankcase, 34 Cylinder bore, 35 Piston, 36 Connecting rod, 37 Crankshaft, 38 Flywheel, 39 Engine output shaft, 40 Spark plug, 41 Cylinder head, 42 Intake pipe, 42a Air intake port, 43 Intake manifold, 44 Throttle body, 45 Exhaust manifold, 46 Exhaust pipe, 47 Catalyst device, 48 Exhaust guide pipe, 48a Exhaust inlet, 48b Exhaust outlet, 49 Oil pan, 50 Oil filter, 51 Cooling water pump, 52 Drive pulley, 53 Driven pulley, 54 Guide pulley, 55 Timing belt, 56 Mount, 57 Universal joint, 58 Reducer, 59 Input shaft, 60 Main bracket, 60a, 60b Hole, 61 Motor bracket, 62 Boot, 63 Packing, 64 Casing, 65 Drive gear, 65a Rotating shaft , 66 Driven gear, 66a Rotating shaft, 67 First clutch, 68 Support bracket, 69 Support bracket, 70 Three-phase AC wiring, 71 DC wiring, 72 Rotor shaft, 73 Tilt shaft, 74 Tilt bearing, 75 Motor Generator output shaft, 76 bearing, 77 seal, 78 second clutch, 79 bevel gear, 80 pinion, 81 intermediate reduction gear, 82 drive shaft, 83 drive shaft case, 84 swivel bracket, 85 lower steering bracket, 86 propulsion device, 87 gear Case, 88 propeller, 89 bearing, 90 drive shaft housing, 91 bearing, 92 bevel gear, 93 pinion, 94 final reducer, 95 propeller shaft, 96,97 bearing, 98 bearing housing, 99 parts -Trim tilt, 100 Hydraulic cylinder, 100a Trim rod, 101 Hydraulic cylinder, 101a Tilt rod, 102 Abutting arm, 103 Steering fixing bracket, 104 Steering rod, 105 Steering cylinder, 106 Hydraulic piping elbow, 107 Steering movable bracket, 108 Connecting pin, 109 connecting portion, 109a shielding member, 110 annular space, 111 exhaust passage, 112 exhaust collecting portion, 113 heat exchanger, 114 bracket, 115 seawater pumping pipe, 116 seawater intake port, 117 electric pumping pump, 118 drainage pipe 119 Heat exchange pipe, 120 Coolant supply pipe, 121 Coolant return pipe, 122 Electric circulation pump, 123 Electric hydraulic pump, 124 Lubricating oil supply pipe, 25 lubricating oil collecting pipe, 126 bracket, 127 battery (low voltage).

Claims (6)

A hybrid-type outboard motor that houses a power unit inside a casing and arranges a screw outside the casing, and drives the screw by the power unit,
In the power transmission system for transmitting the power of the power unit to the screw, an internal combustion engine juxtaposed in the ship width direction in the casing and a generator combined electric motor are connected via a connection mechanism, and the electric motor A propulsion unit including the screw is connected via a second connection mechanism;
A hybrid outboard motor, wherein the internal combustion engine and / or the electric motor is connected to the propulsion device, and the screw is driven to rotate.   A first speed reducer is disposed between the internal combustion engine and the electric motor, a second speed reducer is disposed between the electric motor and the propulsion device, and a third speed reducer is disposed in the propulsion device. The hybrid outboard motor according to claim 1, wherein the hybrid outboard motor is arranged.   The first clutch is disposed between the internal combustion engine side and the electric motor side, and the second clutch is disposed between the electric motor side and the propulsion device side. Or the hybrid type outboard motor of 2.   The first clutch is interposed between the coupling mechanism and the first reduction gear, and the second clutch is interposed between the electric motor and the second coupling mechanism. The hybrid outboard motor according to claim 3.   The hybrid outboard motor according to any one of claims 2 to 4, wherein the second reduction gear is configured in the second coupling mechanism.   The crankshaft of the internal combustion engine and the input shaft of the first speed reducer are made to coincide with each other, and the output shaft of the first speed reducer and the rotation shaft of the electric motor are made to coincide with each other. The hybrid outboard motor according to any one of 5.

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